Ammendments IRC22 Aug2017

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018

At Lodi Road, PSO on dated 28-29.8.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
September, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 August, 2018
`20/- Advance Month, September, 2018
Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)
smart innovative infra solutions - working towards better tomorrow
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.
Volume : 46 Number : 9 Total Pages : 68

Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development • Storm water enters the
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development adjacent green area
through kerb cuts.
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support. • the green area lvl is
always lower than
road lvl.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes. Grating Provided at a MS/HSD Gas Outlet for
Effective Discharge of Storm Water
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
water goes to nearby
swale or planter
Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Median Drain
Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects. Parking lot with grass paver
pervious paving wheel stop
BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Study, Detailed Engineering and Design, Economic and Financial Viability
analysis. Photographs from IRC:SP:50-2013 “Guidelines on Urban Drainage”
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 9 ● September, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 Advertisements 2, 7-14, 36, 66-68
 Letter to Editor 6
 IRC Technical Committee Meeting Schedule for September 2018 13
 Announcement 36, 57-58, 60 & 65
 Registration Form and Accommodation form 79th Annual Session 61-64
 New/Revised Publications of Irc in 2017 and 2018 59
Technical Papers
 Aquaplaning Assessment and Mitigation on the Road Near the Superlevation Transition 15
By Ravi Shenker
 Hydraulic Considerations for Planning and Design of Guide Banks 21
By S.K. Mazumder
 Use of Recycled Asphalt Material for Sustainable Road Construction 29
By Dr. Umesh Sharma, Harish Kumar Giri and Ankita Khatri
 Innovations in Repair to Maintain Pavements and Structures 37
By Satander Kumar
 MoRT&H Circular 49-53
 Tender Notices 54-56
Publisher & Editor: S.K. Nirmal, Secretary General, IRC
E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.:
+91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s India Offset Press, New Delhi-110 064
`20
INDIAN HIGHWAYS│September 2018 3

From the Editor's Desk
PAVEMENT DRAINAGE
Efficient drainage is a primary requirement for maintaining the structural soundness

and functional efficiency of a road. Pavement structure including subgrade must be
protected from any ingress of water; otherwise over a period of time it may weaken
the subgrade by saturating it and cause distress in the pavement structure. That is
why rapid disposal of water from the pavement and subgrade is a basic consideration
in road design. Also, proper drainage takes away the water from pavement surface
quickly and reduces the chance of skidding of vehicles.
On new roads, the aim should be to construct the pavement as far above the water table
as economically practicable. The difference between the bottom of subgrade level and
the highest flood level should, generally, not be less than 1.0 m.
Indian Roads congress has come out with two important documents exclusively
dealing with drainage. IRC:SP:42 “Guidelines of Road Drainage” deals with drainage
of non-urban (rural section) roads running through plain and rolling areas. The aspects
covered are influence of surrounding topography and geography on alignment and
geometrics of the road, transverse and longitudinal drainage, drainage of shoulder,
verges and median (central verge), internal drainage of pavement structure, drainage
of subgrade, drainage and cross-drainage with ground water recharging.
Another document IRC:SP:50 deals with drainage of urban roads running through
plain and rolling areas. The details covered are the influence of road features, drainage
of surface, subsurface and drainage at special locations like rotaries, vehicular
underpasses, parking lots etc. Design aspects of storm water drains, detention and
retention facilities for disposal of storm water are covered. Details of pumping have
been dealt separately. Due to rapid urbanization, infiltration of rain water into the
sub soil has decreased drastically and recharging of ground water has diminished.
Special emphasis on ground water recharging and rain water harvesting has been laid.
Urban water quality requirements while final disposal of storm water is also covered.
Enforcement for maintenance of drains is added as a separate chapter due to its prime
importance. Geographical information system has been added for better planning of
storm water drains.
Roads on which traffic movement is smooth during summer becomes cracked, develop
potholes and undulatory after a week of rains. These roads have cracks and potholes in
summer months and take traffic load. After the onset of monsoon, the water goes into
the cracks and potholes and reaches the different layers of pavement. Longitudinal
joints formed by kerbs and the pavement and a joint between pavement and earthen
shoulder permits entry of water into the pavement system.
In case of existing flexible pavements, if bituminous wearing course adjacent to earthen
shoulders remains wet after rains, it is an indication that water is entrapped in the
4 INDIAN HIGHWAYS│September 2018

From the Editor's Desk
pavement. Water entrapped in the pavement is also indicated by the water patches on
the earthen shoulders and embankment slopes. For drainage of such entrapped water,
longitudinal aggregate drain as per clause 309.3.7 of MORTH Specification needs to
be provided upto 5 to 10 cm below the subgrade level. The trench shall be excavated
so as to expose clearly the granular pavement layers to be drained. The grading
requirement for aggregate are given in Table no 300-4 of MORTH specifications. The
minimum width of the drain shall be 300 mm. The lateral drains at 5 to 10 m c/c below
the earthen shoulder shall be provided for discharge of water from the longitudinal
aggregate drain. The drainage outlet for lateral drains shall not be under water or
plugged with debris but should be a free outlet discharging into natural drain. The end
of lateral drain shall be protected with grate or screen.
A filter layer (such as a geotextile or graded aggregate layer) may be provided to
prevent the migration of fines into the permeable base from the subgrade, subbase or
shoulder base material. Excess fines in the permeable base will clog its drainage routes
and render it ineffective.
Rainy season is the best season to check the adequacy of drainage system. Standing
water on the road is an indication of blockage of drains. With the removal of blockage
rain water should flush out. This underlines the importance of timely maintenance of
our existing drainage system to ensure preservation of our road assets.
(Sanjay Kumar Nirmal)

Secretary General
"We were not a wealthy nation when we began improving

our highways, but the roads themselves helped us create
a new wealth, in business and industry and land values…
so it was not our wealth that made our highways possible
rather, it was our highways that made our wealth
possible."
… t.h. macdonalds of usa

LEtter to Editor
Sub: Letter to the Editor Indian Highways Shri S.K. Nirmal
Sir,
i)
“Disaster Mitigation for Highway Engineers from the Editors Desk” – Indian Highways, May,
2018
ii) “Skill Development of Workmen and Training of Highway Professionals” – Indian Highways,
June, 2018
iii) “Planning & Development of Urban Roads” - Indian Highways – July 2018
Your choice of dwelling upon these subjects for your editorial articles as mentioned above, are
the needful and useful necessity of the present times. Your writings are innovative, thought
provoking and very useful for Highway Engineers, may I add a few lines to each article.
a) Disaster Mitigation of roads in hilly areas against landslides, flood disasters, heavy flash
floods, earthquakes and structural failures which are very common need to be solved
scientifically keeping in mind economics of sustainable solutions.
b) “Skill Development and Training of Highway Professionals”
We are very short of skilled laboratory Technicians who are responsible for quality control
of running road projects. Quality control engineers/scientists must be imparted training
at least for three months exclusively in well set up Highway Laboraties in the subjects of
testing, application and specifications of road making materials. Wrong results given by
untrained, unskilled technicians had in my past experience misled the highway engineers
into either over designing or under designing thickness of road pavements, thus leading
to higher construction cost or premature road failures. Skill Training of lab. Technicians
is a urgent need of the present. IAHE/CRRI are the most suitable Organizations, who in
my opinion are the best to contact with for such training. I appeal to Secretary General,
IRC to imitate necessary action, I appeal to NHAI also for such action.
c) “Planning and Development of Urban Roads”
Urban Roads are to cater for mixed traffic and pedestrians. BRT was not very successful
in Delhi because of inadequate road widths very high volume of traffic and some
undisciplined users, unmindful of traffic rules BRT is very successful in Western
Countries. There is a requirement for separate lanes for heavy and light traffic, high
speed and slow speed vehicles and even for cycle tracks. I had noticed separate lanes
more than 30 years back in Imphal and Dimapur in the Northeast. It is possible in big
cities also. This is to curtail traffic Jams and help decongest roads and save fuel.
I wish my letter is published in next a few publications of “Indian Highways” many
more readers Editor may join with me to appreciate and congratulate the Editor for such
knowledge imparting articles, the need of the hour.
May God bless the Editor with good health and energy to continue publishing such
useful articles for highway professionals.
Thanking you,
Yours Faithfully
(Bhupindar Singh)
Ex, Scientist CRRI and
Former Chief Sc. Officer
Ghana Highway Authority
Govt. of Ghana, W.Africa

Advertisement

Advertisement

Advertisement

Advertisement

Advertisement

Advertisement

Advertisement & IRC Meetings Schedule
IRC Technical Committees Meeting Schedule for September, 2018
Date Day Time Name of the Committee
01-09-18 Sat 11.00 AM Project Preparation, Contract Management, Quality

Assurance and Public Private Partnership Committee (G-1)
01-09-18 Sat 11.00 AM Mechanization and Instrumentation Committee (G-4)
07-09-18 Fri 11.00 AM Transport Planning & Traffic Engineering Committee (H-1)
08-09-18 Sat 11.00 AM Hill Roads & Tunnels Committee (H-10)
18-09-18 Tue 11.00 AM General Design Features (Bridges and Grade Separated
Structures) Committee (B-1)
22-09-18 Sat 10.30 AM Loads and Stresses Committee (B-2)
25-09-18 Tue 02.00 PM Foundation, Sub-Structure, Protective Works and Masonry

Structures Committee (B-3)
28-09-18 Fri 11.00 AM Maintenance and Rehabilitation Committee (B-8)
29-09-18 Sat 11.00 AM Urban Roads and Streets Committee (H-8)
29-09-18 Sat 02.30 PM Bearings, Joints and Appurtenances Committee (B-6)

Advertisement

Technical Paper
AQUAPLANING ASSESSMENT AND MITIGATION ON THE ROAD NEAR

THE SUPERLEVATION TRANSITION
Ravi Shenker1
Abstract
The road accidents are usually the combination of the driver, the road, the vehicle & the weather. Drivers are often
involved in accident because of their own errors, but also because they are affected by a combination of
highway and/or vehicle elements and/or weather.
During the geometric design of roads/highways normally designer follows the codal provision of geometric design
parameters (i.e. horizontal curve, transition, vertical curve, gradient, carriageway width, crossfall & superelvation
etc.) independently. In the wet weather condition, the combination effect of geometric design parameters itself
create the prone area for aquaplaning which become hazardous for the road users. Seems aquaplaning is drainage
issue, actually it is more of geometric issue than a drainage issue. A comprehensive model study shall be carried out
to assess the combination effect of these parameters.
The objective of this paper to demonstrate the assessment of the aquaplaning and its mitigation to reduce the
accidents on the road. Also, an example shown to carried the aquaplaning assessment on National Highway.
This is useful for highway design professional to eliminate the aquaplaning areas on carriageway as a statutory
requirement of IRC:SP:42-2014 “Guidelines of Road Drainage”.
1. INTRODUCTION the superlevation transitions where the outer edge

Aquaplaning or Hydroplaning occurs when vehicle crossfall changed from negative to positive (as
tyres encounter more water than they can scatter and a shown in Fig. 2). As a result, the resultant gradient of
water pressures developed in front of a moving tyres. drainage flow path reduced to less than 0.5% and an
The result of this there is an uplift force sufficient to artificial ponding area created on outer carriageway
separate the tyres from the pavement surface and a of road. When the water film depths are more than
water film created underneath the vehicle tyres (as the desired limit then aquaplaning occurs at these
shown in Fig. 1) which reduce the friction and the locations. These prone areas are typically less, but a
vehicle lose contact with the road surface, skid along huge share of all skid accidents occurred there.
the water’s surface and driver lost the control of
vehicle.
Fig. 1 View of Tyre with Water Film

Due to geometric design issue, the more prone
areas for aquaplaning in road design are at near Fig. 2 Flow Path at Change of Crossfall
1
Head of Department, ICRC-Sweden Civils, WSP India Consultants Pvt. Ltd., Noida, E-mail: ravi_shenker@rediffmail.com

Technical Paper
2. FACTORS CONTRIBUTING TO manuals for comparing with the calculated water film
AQUAPLANING depth are as follows.
● Road design/operating speed; ● The maximum water film depth of 2.5 mm
● Road surface characteristics; (desirable) to 4.0 mm (absolute) applies to:
● Roadway geometry design □ stretches where the operating or design
● Rainfall intensity speed is 80 km/h or higher;
● Surface drainage design □ At the approaches of entry and exits from
● Water film depth intersections and roundabouts;
● Vehicle characteristics (tyre tread depth, tyre □ Intersections and roundabouts;
pressure and vehicle weight etc.); and □ Steep downhill sections;
● Driver behaviour. □ At the merging and diverging section of
3. ASSESSMENT OF AQUAPLANING lanes.
As suggested in Queensland manual, these are □ Superelevated curves sections.
following two criteria shall be consider to assess the ● A maximum water film depth of upto 5.0 mm
aquaplaning potential. (desirable and absolute) to all other locations.
● Determining the predicted water film depth, D, 4.2 Average Pavement Texture Depth (T)
for a given flow path across a carriageway of the The pavement ‘texture depth’ is the average depth
road; and of the macrotexture of the road surface as shown in
● Compare the calculated water film depth with Fig. 3 and the pavement texture depth of different
acceptable limits. type of pavement surface are shown in Table 1 to
4. DETERMINATION OF WATER FILM calculate the water film depth as recommended
DEPTH by RTA (1994) and Dash (1977). The lower value
Numerous models are available for aquaplaning should be considered for the calculation of water film
assessment, the Department of Transport and Main depth.
Roads (DTMR), the Federal Highway Administration, Table 1 Average Pavement Texture Depth
Florida Department of Transport (FDOT) and the
Wearing Course Surface Texture Depth
National Roads Authority of Ireland (NRA) all utilised
(mm)
the Gallaway Equation in various ways and forms.
This suggests that although Gallaway’s equation is Dense graded asphalt 10 mm or 0.4–0.8
most appropriate for aquaplaning assessment as it larger
is more flexible, considers a variety of influencing Dense graded asphalt, 7 mm 0.3-0.5
factors and achievable desired maximum water film
Open graded asphalt >0.9
depth.
Stone mastic asphalt >0.7
The equation developed by “Gallaway” to calculate
water film depth on the pavement surface, Grooved Concrete 1.2
 T 0.11 × L0.43 × I 0.59  Source: (RTA 1994) and (Dash 1977).

D = 0.103 ×  −T
 S 0.42 
Where,
D = Water film depth above the top of
pavement texture (mm)
T = Average pavement texture depth
(mm)
L = Length of flow path (m)
I = Rainfall intensity (mm/hour)
S = Slope of drainage flow path (%)
4.1 Water Film Depth Desire Limit
The desired water film depth given in Queensland Fig. 3 Pavement Texture Depth

Technical Paper
4.3 Length of Flow Path (L) Calculation of water film depth of the critical path
The flow path length to be determined by the must be carried out by using the Gallaway formula
modelling and analysis of the proposed surface of to compare the calculated water film depths against
road by assessing contours and flow arrows/slope acceptable limits.
line. The longest flow path to be considered as critical 4.4 Rainfall Intensity (I)
path to carry out the water depth analysis on the As in high rainfall situation driver start reducing the
carriageway within the assessment area. Figs. 4 & 5 vehicle speed due to poor visibility on the road. As
illustrate the Plan & Profile of assessment area and speed decreases, the potential for aquaplaning also
Fig. 6 illustrate the closer view of the flow paths decreases. The adopted rainfall intensity is maximum
based on road surface contours and flow arrow at a 50 mm/hour as recommended by Queensland
superelevation transition at the entry of a left hand department.
curve.
4.5 Slope of Drainage Flow Path (%)
The slope of the drainage path used to develop the
Gallaway formula was over a simple, planar surface.
But the full drainage path contains several sections
or sub paths, each with a different slope. The Point
to Point Slope or Average Slope, as determined by
calculating the slope from point of analysis straight
back to the start of the flow path, has been used for
some time.
In such cases, it is necessary to consider the
Fig. 4 Road Profile carriageway’s sections with individual drainage sub-
paths, each having a different slope and direction. The
best ‘single slope’ representation of the flow path at
any location which contains more than one sub-path
is the Equal Area Slope method.
4.6 Equal-Area Slope
Assumed a longitudinal profile of flow path DB as
shown in Fig. 7. The profile has varying slope from
point to point. The equal area slope method involves
Fig. 5 Road Plan to calculate the equivalent single slope at point B. For
calculation of slope, an imaginary line is so positioned
that the enclosed areas above and below it, i.e. areas X
and Y, are equal as shown in Fig. 7.
Fig. 6 Closer View of Flow Paths

Several flow paths shown in Fig. 6, they start
from median of carriageway and then, due to the
superelevation rotation, returns back to the same
edge of median of carriageway. The critical flow
path is “Flow Path-1” which is the longest path in the
assessment area. Fig. 7 Example Profile

Technical Paper
The procedure is to planimeter the total area under

the longitudinal profile DB and this area, Ad, equals
the area of the triangle ABC. So the area of triangle
ABC.
1
Ad = AB × AC
2
1
= L×h
2
2A
∴h = d
L
So the equal area slope at point B = slope of imaginary Fig. 8 Calculation of Area
line CB in triangle ABC.
In this design, a small stretch of four lanes dual
h 2A carriageway of National Highway’s geometric
S = = 2d
L L data having posted speed 100 Kmph is used to
2A demonstrate the water film depth calculations. The
S(%) = 100 × 2d assessment locations are identified by carried out the
L surface analysis of proposed surface by assessing the
5. WORKED OUT EXAMPLE contours, flow path, slope line/water drop diagram
This session describes the process (as shown in near superelevation transition of road. As shown in
Fig. 8) to determine the water film depth at critical Fig. 6, “Flow Path-1” is identified as critical path to
point along a design pavement surface and to assess calculate the water film depth and following project
the aquaplaning potential. data are consider for the calculation.
Fig. 9 Process
Project data Step 10: Compare the calculated water film depth
● Pavement surface type = Dense Graded Asphalt with desire water film depth (As per sec. 4.1.).
● Texture depth (T) = 0.4 mm Step 11: If the calculated water depth is less than
● Rainfall Intensity (I) = 50 mm/h desired water film depth, then design is safe. Otherwise
These are following steps for assessment the apply the mitigation methods and redesign the
aquaplaning areas & water film depth calculations. same.
Step 1: Draw the contours & flow paths for identify Step 12: Re-calculate the water film depth and
the aquaplaning areas. compare it with desired water film depth. Repeat the
whole process until unless the calculated water film
Step 2: Identify the critical flow path.
less than the desired water film depth.
Step 3: Draw the critical flow path profile from start
The above calculations shown in Table 2.
to end and extract the data chainages & levels of
critical path. As the maximum calculated water film depth 3.39 mm
(from Table 2) is less than the absolute value
Step 4: Calculate the average horizontal ordinates.
4.00 mm. So the design is comply with requirements
Step 5: Calculate the level differences. and safe. Where the design does not comply (on
Step 6: Calculate the areas as shown in Fig. 9. wide carriageway, i.e. 4 or 6 lanes or more lanes)
with the requirements and the calculated water film
Step 7: Calculate the cumulative areas.
depths is unacceptable, the aquaplaning potential is
Step 8: Calculate the equal area slopes. considered too high and a redesign of road shall be
Step 9: Calculate water depth from Gallaway formula. required.

Technical Paper
Table 2 Calculation of Water Film Depth
S. No. Flow Path Levels Avg. Hor. Level Area Cum. Equal Area Slope Calculated
Chainage (m) Ord. Diff. (m2) Area (%) Water Depth
(m) (m) (m) (m2) (mm)
(L) (W) (h) (A)=W*h (Ad) (S%) = 100*2Ad/L2 (D)
1 0.000 317.863
2 4.000 317.746 2.000 0.117 0.234 0.234 2.925 0.683
3 8.000 317.638 6.000 0.108 0.648 0.882 2.756 1.096
4 12.000 317.542 10.000 0.096 0.960 1.842 2.558 1.437
5 16.000 317.449 14.000 0.093 1.302 3.144 2.456 1.715
6 20.000 317.361 18.000 0.088 1.584 4.728 2.364 1.966
7 24.000 317.277 22.000 0.084 1.848 6.576 2.283 2.196
8 28.000 317.196 26.000 0.081 2.106 8.682 2.215 2.410
9 32.000 317.115 30.000 0.081 2.430 11.112 2.170 2.601
10 36.000 317.030 34.000 0.085 2.890 14.002 2.161 2.763
11 40.000 316.946 38.000 0.084 3.192 17.194 2.149 2.917
12 44.000 316.856 42.000 0.090 3.780 20.974 2.167 3.044
13 48.000 316.761 46.000 0.095 4.370 25.344 2.200 3.153
14 52.000 316.666 50.000 0.095 4.750 30.094 2.226 3.259
15 56.000 316.562 54.000 0.104 5.616 35.710 2.277 3.342
16 58.680 316.489 57.340 0.073 4.186 39.896 2.317 3.390
6. MITIGATION OF AQUAPLANNING particular, these two methods are likely to be the only
These are following methods must be consider to practicable means of reducing surface water depths. A
adjusting the flow path length or gradient to reduce Departure from standard shall be required for both of
the water depth in order of preference: these options.
i) Amend the design of horizontal or vertical
alignments, or both, to reduce drainage flow path
lengths.
ii) Amend the alignment to locate the rollover on a
section with sufficient longitudinal gradient.
iii) Adjust the rate of change of superelevation to
steepen drainage flow paths.
Fig. 10 Typical Superelevation Application2
iv) If the above measures are not deemed
satisfactory results, following methods shall be 6.1 Rolling Crown Design
consider, i.e. introducing additional crown lines Rolling crowns can represent an abrupt change to
(diagonal or longitudinal crowns) as described road users on high speed roads and the effects of an
in the following section. instantaneous change in crossfall. As shown in figure
Where surface drainage problems exist, and limiting 10, the typical superelevation application and the
water depths cannot be achieved by the above set out water flow path starts from median edge and formed
methods, alternative methods can be used to reduce the in “U” shape and returning to on same median edge.
potential for aquaplaning. Two methods are presented To reduce flow path length an additional diagonal
here, which can be very effective in reducing surface crown introduced between crossfall change from
water depths at locations of superelevation transition, -2.5% to +2.5% as shown in Fig. 11 and the -2.5%
these are: rolling crowns (diagonal crowning) and crossfall applied either side of the diagonal crown line
staggered longitudinal crowning (independent lane by limiting 5% change of crossfall at diagonal crown
rotation). In case of existing road pavements, in as shown in Figs. 11 & 12.

Technical Paper
through amended geometric design.

These are some non-geometric measures also can be
applied to minimize the aquaplaning potential.
● Speed reduction sign board for changed weather
conditions.
Fig. 11 Application of Rolling Crown (Diagonal Crown)
● Replace the vehicle tyres if it does not meetup
the minimum legal tread depth of tyre.
● Provide pervious pavement on aquaplaning
potential location.
● Construction of rectangular gutter with grating
across the carriageway to break the flow
Fig. 12 Rolling Crown (Diagonal Crown)2
path.
6.2 Staggered Rollover Application (Longitudinal ● Avoid to provide median cut drain at
Crown) superelevation sections to drain the outer
Staggered rollover application or independent lane carriageway runoff on inner carriageway,
rotation can be used to apply superelevation using a which may increase the aquaplaning potential
longitudinal offset between adjacent lanes as shown in on inner carriageway. A proper median drain
Fig. 14, the section between crossfall -2.5% to +2.5% should be provided to drain the runoff of outer
is divided into “Number of Lanes + Paved Shoulders + carriageway at superelevation sections.
1” parts and rollover the crossfall applied as shown in 8. ACKNOWLEDGEMENTS
Figs. 13 & 14. The method has the benefit of reducing The author would like to thanks authorities and my
the overall length of superelevation development friends for carrying out the data extraction.
across the full width of the carriageway in comparison
to normal application. It should be noted that locations REFERENCES
of zero crossfall will still exist in each lane; however, 1. Road Surface and Subsurface Drainage Design,
the flow path length is reduced significantly. Department of Transport and Main Roads Road
Drainage Manual, Queensland Government.
2. Geometric Design to Improve Surface Drainage, TII
Publications, Transport Infrastructure, Ireland.
3. Drainage of Road Surface on 6 or more Lane Motorways,
Measures Against Aquaplaning, Rural Roads Design
meeting Nr 5. on April 3th to 4th 2014 in Kopenhagen
Univ.-Prof. Dr.-Ing. Christian Lippold Dipl.-Ing. Anne
Vetters.
Fig. 13 Application of Staggered Rollover 4. TA 80/99, Surface Drainage of Wide Carriageways,
(Longitudinal Crown) Design Manual for Roads and Bridges, UK.
5. VGU-guide (083-2016), Vägars Och Gators Utformning
Stödjande Kunskap, Trafikverket, Stockholm, Sweden.
6. A method for estimating design peak discharge
(Technical Memorandum No. 61) Planning and
Technical Seruices Water and Soil Division Ministry of
Works and Development, Wellington, 1980.
Fig. 14 Staggered Rollover (Longitudinal Crown)2 7. IRC:SP:42-2014 “Guidelines of Road Drainage” Indian
Road Congress, New Delhi.
7. CONCLUSIONS AND RECOMMENDATIONS 8. F.I. Kabbach Junior, C.Y. Suzuki, L.C. Trentin
(2011), “Case-Studies of Influence in Rainfall
It is essential for the designer to ensure the compliance Intensity on Safety Conditions, 12th International
with the limiting water film depth by interplaying Conference on Urban Drainage”, Porto Alegre/
between the geometric design parameters, i.e. Brazil.
longitudinal gradient & crossfall. The combination 9. Ravi Shenker, Arti Chowksey and Har Amrit Singh
effect of the superlevation transitions with vertical Sandhu (2015) “Analysis of Relationship between
curves and low gradients must be assessed by Road Safety and Road Design Parameters of Four Lane
contouring & flow arrows of the proposed road surface National Highway in India”, IOSR Journal of Business
and applying the Gallaway formula to calculate the and Management (IOSR-JBM), Volume 17, Issue 5.
aquaplaning potentials. 10. Randall J. Charbeneau, Jaehak Jeong, Michael E. Barrett,
(2004-2007), “Highway Drainage at Superelevation
Any potential problem locations must be identified as Transitions” Center for Transportation Research the
early as possible in the design process and mitigated University of Texas at Austin.

Technical Paper
HYDRAULIC CONSIDERATIONS FOR PLANNING AND DESIGN OF

GUIDE BANKS
S.K. Mazumder1
Abstract
Guide banks are meant to confine and guide the river flow through the bridge without causing excessive afflux
and damage to the approach embankments with the objective of reducing overall cost of the bridge and approach
embankments. They help ensuring bridge safety and considerable reduction of scour in abutments. The current
design practice (IRC-89:1997) has several draw backs. The paper intends to improve the current design practice
introducing design consideration for deciding bridge length which in turn determine length of guide bank. Lagasse’s
elliptical guide bank and length of guide bank as per Lagasse’s curves have been recommended. An illustrative
example is worked out at the end.
1. INTRODUCTION Principal considerations involved in the design

Rivers in flood plains are often shallow and flow in a of a guide bank are geometry, height and length of
wide alluvial belt, with meandering and/or braiding guide bank. Laboratory studies show that a guide
characteristics (Mazumder, 2017, 2016; Garde, 2006 ). bank shaped in the form of a quarter of an ellipse,
To construct a bridge or barrage across such rivers and with ratio of major (length) to minor (offset) axes
to reduce their overall cost, it is sometimes necessary of 2.5:1 performs better than any other shape tested.
to flume the normal waterway by construction of Axial length of guide bank, measured from its head
heavy embankments, called ‘Guide Banks’. Guide to tail end, as prescribed in all Indian codes, vary
banks are meant to confine and guide the river flow from 1.1L to 1.5L, where L is the effective waterway
through the bridge/barrage without causing excessive under the bridge. The height of guide bank is based
afflux and damage to the approach embankments. on anticipated high water level (including afflux)
Their alignment should be such that the pattern of during the passage of design flood. There should be
flow is uniform with minimum return currents which sufficient height and freeboard to avoid overtopping
may cause outflanking of the bridge/barrage. Their and damage due to wave action.
alignment and layout are best decided by physical and Another important aspect of hydraulic design is scour
mathematical model studies to ensure that the entire which can be considerably reduced by providing
waterway under the bridge is utilized and the depth guide bank. In an earlier paper, author (Mazumder
of scour in the vicinity of the abutments and the piers et al, 2014 ) has discussed about scour in both fine
adjacent to abutments is reduced. With the provision and coarse soil. A lot of research study have been
of guide bank, scour moves upstream away from the made on bridge scour by gifted research workers viz.
bridge and a substantial amount of money needed Melville and Coleman (2000), Richardson and Davis
for bridge foundation and annual recurring cost of (1995), Breussers and Raudkivi (1991) from abroad
maintenance of bridge and its approach embankments and Kothyari et al (1992), Dey ( 2005-06) from India.
can be saved. Thus, it is imperative that Guide banks The concept of guide bank was first introduced by
which form one of the major and vital constituent of its inventor, a british engineer, ‘Bell’ and that is why
river training works must be planned and designed so guide bank is often called Bell bund. Planning and
that it is economic and hydraulically efficient. design principles of guide bank is well documented
1
Former AICTE Emeritus Professor, Delhi College of Engineering/Delhi Technology University, E-mail: somendrak64@gmail.com

Technical Paper
in the CBIP (1989) publication ‘River Behavior,

Management and Training. IS:10751 (1994) and IRC-
89 (1997) provide detailed guidelines for planning
and design of guide banks in alluvial rivers in India.
These standards have been prepared on the basis of
researches carried out by British engineers in India,
namely, Spring (1903), Lacey (1930), Gales’ (1938),
Inglis (1949) and others. Knowledge and experience
gained from the existing guide banks constructed in
the past as well as researches conducted at CWPRS,
Pune (1945, 1938.), Indian Engineers e.g. Inglis &
Joglekar (1936), Gole and Chitale (1967), Sharma et
al (1976) evolved rational criteria of design of guide
banks.
One of the primary objectives of writing this paper
is to introduce some of the recent developments in
Fig. 1 Showing Different Forms Of Guide Banks in Plan
hydraulics in planning and design of guide bank with
(1A-Convergent, 1B-Divergent & 1C-Parallel) (IS:10751)
a view to make it more economic and hydraulically
more efficient. As regard scour, readers may refer to The guide banks can be elliptical with a circular or
papers cited above. multi-radii curved head (Fig. 2). Elliptical guide
banks have been found more suitable in case of wide
2. GENERAL DESIGN FEATURES
flood plain rivers for better hydraulic performance.
As already mentioned, Planning and design of guide In case of elliptical guide banks, the ratio of major
bank have been outlined in details in IS-10751(1994) axis to the minor axis is generally in the range of
and IRC-89 (1997) as well as annual reports of 2 to 3. Due to gradual change in curvature in elliptical
CWPRS, Pune and the Ministry of Railways Govt. of guide banks, the flow hugs the guide banks all along
India (1963). CBIP (1989) has an excellent publication its length as against separation of flow occurring in
covering all aspects of planning and design of guide case of straight guide banks near the curved head
banks with illustrative examples. which leads to obliquity and non-uniformity of flow
2.1 Classification of Guide Banks downstream.
Guide banks can be classified according to their
form in plan and their geometrical shape. They can
be divergent,convergent or parallel (Fig. 1A, 1B &
1C) in the direction of flow upstream. Convergent
and divergent guide banks require a longer length
in comparison to parallel guide banks for the same
degree of protection to the bridge and approach
embankments. Parallel guide banks give better
distribution of flow across the waterway. Parallel
guide banks with suitably curved heads (IS:10751- Fig. 2 Elliptical Guide Banks With Multi Radii Curved
1994 & IRC-89-1997) have been found to give Head (Taken from IS:10751)
uniform flow from the head of the guide banks to the 2.2 Waterway and Guide Bank Length
axis of the structure. As shown in Fig. 1A & 1B flow Length of a guide bank (Lg) is dependent on the
is likely to separate in divergent and convergent guide waterway (W) under the bridge. In case a bridge spans
bank resulting in formation of shoal within the guide the main channel as well as the flood plains fully i.e.
bank which is hydraulically not desirable. Angle of from bank to bank, there is no need of any guide bank.
divergence should not exceed 60 to avoid any flow It is needed only when the normal waterway (W = L in
separation in a diverging guide bank. No separation Fig. 2) is restricted by fluming (Mazumder, 2002) the
takes place in parallel guide banks., except near the river. Greater is the restriction/fluming, longer should
head which is far away from bridge axis. be the guide bank length from hydraulic point of view.

Technical Paper
Indian codes, however, prescribe just the opposite with highest degree of wave amplitude at critical flow
as it states that length of guide bank (Lg) should be when F0 = 1. Excessive contraction of sub-critical
varying from 1.1W to 1.5W. This means more is the flow causes high loss in head due to higher velocity
fluming/restriction or in other words smaller is W of flow velocity at the contracted section resulting in
(= L in Fig. 2), less will be length of guide bank and higher afflux. Any contraction beyond a critical limit
more is W, longer will be guide bank length. This (at F0 = 1) will result in the formation of hydraulic
is hydraulically incorrect as explained afterwards. jump downstream and there will be excessive afflux
IRC-5-2015 and other Indian codes recommend that upstream. To be on safe side, it will be wise not to
waterway under a bridge should be equal to Lacey’s contract a channel for F0-value higher than 0.50.
(1930) regime width
P = W = 4.8 Q0.5 ... (1)
Where, P is the wetted perimeter (P=W) in meter and
Q is the design flood discharge in cumec.
In the meandering and braiding flood plains where
guide bank is required, the above equation may not be
applicable (Mazumder, 2017; 2010,2009).
3. HYDRALIC CONSIDERATIONS IN
FIXING WATERWAY
As stated under section 2.2 the length of guide bank
(Lg ) is dependent on waterway (L in Fig. 2) provided
under a bridge. Higher is the restriction of flow or
Fig. 3 Variation of B0/B1 with F0 for Different F1-Values
greater is the fluming, more should be guide bank
length for improved hydraulic performance. It is, 3.2 Permissible Afflux
therefore, necessary to understand the basic hydraulic Construction/Fluming of natural waterway will always
criteria governing waterway, shape and length of result in afflux (Mazumder, 2003). In case of a straight
guide bank discussed in following paragraphs. channel with uniform flow and firm bank without
3.1 Permissible Fluming of a Channel with Sub- any flood plain, Molesworth formula prescribed by
critical Flow IRC:5-2015 may be adopted to compute afflux given
In a mild sloping channel where the flow is at sub- by Eq. (3) below.
critical stage, the normal waterway in the channel h1 * = [V2 /17.88 + 0.015] [(A/A0)2 –1 ] ... (3)
can be contracted to an extent so that the flow under where,
the bridge is not choked. If B1 = (W) is the normal
waterway and B0 (= L) is the contracted waterway h1* is the afflux in m, V is the mean velocity of flow in
under the bridge, contraction/fluming ratio (B0/B1) the river prior to bridge construction in m/s, A0 and A1
can be derived from the fundamental relation given are the areas (in m2) of flow section at design HFL in
by equation (2). the approach section and under the bridge respectively.
Molesworth equation (3) is not applicable for rivers
Bo/B1 = (F1 / Fo) [ (2 + F2o) / (2 + F12)]3/2 ... (2) with wide flood plains and non-uniform approach
where F1 and F0 are the Froude’s number of flow flow for which Bradley (1970) suggested equation (4)
at the normal and the contracted sections for finding an approximate value of afflux.
respectively. Fig. 3 shows the functional relation h1* = 3 (1 – M) Vn2/2 g ... (4)
between B0/B1(=L/W) and F0 for different values
of F1 for approaching normal flow. Flow is choked where,
(also called critical flow) when F0 = 1. It may be seen M = A0/A1, and Vn is the mean velocity of flow
(Fig. 3) that higher is the F1-value, less is the under the bridge at design HFL. Eq.4 shows that
opportunity of contracting/fluming. It also shows that with increase in contraction, M will decrease and
there is hardly any advantage/economy if contraction/ Vnwill increase thereby increasing afflux. Too high
fluming is made such that F0 exceeds approximately afflux will result in submergence of flood plain of the
0.70. Flow surface becomes wavy when F0 > 0.70, river causing damage to life and properties upstream.

Technical Paper
Excessive afflux may cause overtopping and washing plain width, The difference between the high kinetic
out of the bridge. Due to loss of freeboard, debris energy (K.E.) of flow (V02/2g) at the contracted
will accumulate near the piers and abutments leading section and the normal K.E. of flow (V22/2g) in tail
to increase in scour near piers and abutments and channel i.e.(V02/2g-V22/2g) does not get converted to
consequent failure of the bridge. IRC-5 (2015) potential energy unless the jet flow coming out from
recommends that permissible maximum afflux due the contracted section is provided with a very long
to bridge should not exceed 15 cm. As per FHWA expanding transition downstream with a total angle
(2012), afflux should be limited to a maximum value not exceeding about 10º to 12º (Mazumder, 1993 ).
of 30 cm where submergence of flood plain will not The only way a stream with a given flow, given tail
result in any substantial damage upstream. water depth (y2) and a given mean velocity in the
3.3 Instability of Flow and Outflanking of a tail channel (V2) can contain the unconverted excess
Bridge kinetic energy. (V02/2g- V22/2g) is through distortion
Too much restriction of flow may cause river of flow resulting in flow non-uniformityand jet type
instability both upstream and downstream of a bridge flow downstream. (Mazumder, 2010 ).
(Mazumder, 2004) resulting in decrease of hydraulic Experimental investigations were carried out
gradient (Sw = dy/dx). In the absence of bridge, the (Mazumder and kumar, 2001) to determine flow
bed slope (S0) is the same as water surface slope (Sw) regimes, hydraulic efficiency and flow stability in
and energy slope (Se) i.e. S0 = Sw = Se as the flow is sub-critical straight expansion. It was noticed that
normal. With afflux, both S¬w and Se reduces which flow stability downstream of expansion is governed
causes reduction of stream power (Ω) expressed as by both the parameters expansion ratio (B1/B0) and
Ω = γQSe ... (5) rate of expansion 1/2(B1-B0)/Le. Here B1 is the
normal width of channel and B0 is the contracted
Higher the afflux , lower will be the hydraulic gradient
width of channel at bridge site, Le is the length of
(Sw) and energy slope (Se) and lower will be stream
expansion. Since there is an abrupt expansion of flow
power (Ω) causing loss of sediment carrying capacity
downstream of all bridges (Le = 0 ), expansion ratio
of river. Sediments start depositing upstream resulting
(B2/B0) alone governs stability of flow downstream
in reduction in bed slope (S0). As propounded by
of a bridge. Higher the expansion/’fluming ratio,
Kennedy (1895), Lacey (1930) and Bharat Singh
higher is the instability. The flow was found to be
(1983), regime width of a channel increases with
stable with symmetric eddies on either side up to a
fall in bed slope. Maximum increase in stream width
critical value of expansion ratio (B1/B0) of about 1.5
occurs upstream of the bridge where the magnitude of
to 2. When B1/B0 exceeded 1.5 to 2, the side eddies
afflux is the highest and bed slope is minimum. Highly
became asymmetric and central jet flow was found to
restricted waterway, often provided to reduce cost of a
be unstable. Such unstable jet type flow downstream
bridge, results in local widening of the river upstream
of a bridge or barrage can attack river banks causing
and downstream of the bridge. Development of eddies
unprecedented erosion requiring costly protection/
and silting in the flood plain of the river causes flow
training works.
instability and shifting of its main channel either left
or right of the bridge. As shown in Fig. 4 a bridge on 4. IDEAL SHAPE OF GUIDE BANK IN SUB-
NH-6 is likely to be outflanked due to high restriction CRITICAL FLOW
of flood plain. Guide banks are similar to a transition structure.
Upstream guide bank connecting normal waterway
(B1) to the flumed section of width (Bo = L) under the
bridge is similar to a contracting transition. In sub-
critical flow, performance of contracting transitions
of different shapes and lengths have been tested
by several workers (Hinds,1928, Vittal et al,1983
and others). Mazumder and Ahuja (1978), tested
Fig. 4 Showing Widening of a River Upstream of a Bridge contracting transition developed by Jaeger (1956) to
on NH-6 in M.P. minimize head loss, prevent separation of flow and
Similar instability may occur downstream of the achieve uniform distribution of flow at the throat
bridge also when there is too much restriction of flood section i.e. at the abutment of the bridge. Hydraulic

Technical Paper
efficiency and head loss coefficient (Ci) of Jaeger

(1956) type transition of different axial lengths as
measured is illustrated in Fig. 5.
Fig. 6 Lagasse’s Design Curves for Finding Length of

Guide Bank
It is apparent from Fig. 6, that the length increases
with increase in Qr and Vn2 which is quite rational.
Fig. 5 Variation of Overall Efficiency and Inlet Loss
If fluming is high, there will be more return flow and
Co-fficient (Ci)
guide bank length will be more. In case return flow
It may be seen that maximum hydraulic efficiency and is negligible i.e. there is no fluming/restriction of
minimum head loss occurs when the axial length of waterway, no guide bank is needed.
transition (Governed by average side splay) is about Even where no guide bank is needed, author is of
3:1 which means the length should be three times the the view that short guide banks should be provided
offset on either side of the bridge. Providing more on either side for safety of abutment and reduction in
length will result in fall in efficiency and rise in head abutment scour. Guide banks with railing and flower
loss. plants will be an attractive spot for recreation of
5. Length of Elliptical Guide Bank people living nearby.
as Per Lagasse 6. ILLUSTRATRIVE EXAMPLE
Lagasse (1995) made exhaustive study of elliptical As discussed under sections 3, 4 and 5, an example
shaped guide bank (Fig. 2) and developed criteria has been worked out (Appendix-I) to illustrate the
to determine the length of guide bank. He suggested hydraulic design procedure of guide bank for an
that the length of major axis (a) should be 2.5 times existing bridge on Yamuna river flood plain. Waterway
the length of minor axis (b) which is almost the same for the bridge appears to be inadequate and the afflux
as results obtained by the author in case of Jaeger is more than permissible limit. As per the IRC and
type shape. From his experimental study, he further BIS codes, guide bank lengths are too high compared
recommended that keeping the ratio b/a (Fig. 2) as to Lagasse’s design for an elliptical type guide bank.
0.4, the length of guide bank will be governed by the
7. CONCLUSION
following two parameters:
Guide banks are used when the width of flood plain
(i) Qr i.e. Ratio of return flow from flood plain (Qf)
of a river is very large compared to Lacey’s regime
and the main flow from a distance 30 m length waterway. They are useful to achieve uniform flow
adjacent to the abutment Q30 i.e. Qr = Qf/Q30 and under the bridge, reduction of afflux and prevention
(ii) Maximum mean velocity of flow under the of outflanking of the bridge . Scour in abutments
bridge, Vn2 which can be found from the relation and adjoining piers can be substantially reduced by
Vn2 = Q/A2, where Q is the total flood discharge providing guide banks. Overall cost of bridge and
passing under the bridge including flood plain approach embankments are reduced.
flow (unless there is relief culvert in the flood
Conventional design practice of guide banks as per
plain), A2 is the cross sectional area of flow
Indian codes need revision in the light of recent
under the bridge.
development in hydraulics. Author recommends
Laggasse’s (1995) design curve for finding length of elliptical or Jaeger type guide bank replacing
guide bank is shown in Fig. 6. An example is worked the parallel types. Lengths of guide bank can be
out in Appendix-I. considerably reduced as per Lagasse. An illustrative

Technical Paper
example has been worked out to illustrate the hydraulic 15. IRC:89 (1997), “Guidelines for Design and
design principle. Construction of River Training Works for Road
Bridges”,The Indian Roads Congress, New Delhi.
REFERENCES 16. IS:10751(1994) “Planning and Design of Guide
1. Breussers, HNC and Randviki, A.J. (1991) Banks for Alluvial Rivers - Guidelines (Second
“Scouring”, Chapter-5 “Scour at Bridge Piers” A.A. Revision)” Bureau of Indian Stadard, ManakBhawan,
Balkema Pub., IAHR Hydraulic Structures Design New Delhi.
Manual. 17. Jaeger,C.(1956)"Engineering Fluid Mechanics" Pub.
2. Bharat Singh(1964) “Self Adjustment of Alluvial by Blackie and Sons, First. Ed.
Streams”, Proc. 2nd Int. Sym. On River Sedimentation, 18. Kennedy, R.G. (1895) “Prevention of Silting in
Nanjing, China, Vol.2 Oct. Irrigation Canals”, Proc. Institution of Civil engineers
3. Bradley, Joseph, N. (1970) “Hydraulics of Bridge (London),Vol.119.
Waterways” Federal Highway Admn, Hydraulic 19. Kothyari, U.C., Garde, R.J. and Ranga Raju, K.G.
design Series No.1. (1992) “Temporal Variation of Scour Around Circular
4. CBIP(1989) “River Bhaviour, Management and Bridge Piers”, JHE, A.S.C.E., 118(8), PP 1091-1106.
Training, Vol.I”, Central Board of Irrigation and 20. Lacey, G.(1930) “stable Channel Design in Aluvium”
Power, Malcha Marg, New Delhi. Paper no.4736, Min of Proc., Institution of Civil
Engineers (London),Vol.229,.
5. CWPRS (1945, 1938) “Annual Report-Tech.”, Central
21. Lagasse, P.F., Schall, F., Johnson, E.V., Richardson,
Water and Power Research Station, Khadakwasla,
E.V. and Chang, F. (1995) “Stream Stability at
Pune.
Highway Structures”, Deptt. of Transportation,
6. Dey, S. (2005-06), “Determination of Scour Depth Federal Highway Administration, HEC-20,
for General Bed, Within Channel Contraction and Washington,D.C.
at Bridge Piers in Boulder- Bed Rivers Under High 22. Mazumder, S.K. (2017) “Some Hydrologic and
Stream Velocities (B-33)”, Highway Research Hydraulic Aspects of Planning and Design of Road
Record No.33, ( 2005-06), IRC Highway Research Bridges” Paper Published in the Journal of ‘the Indian
Board, Indian Roads Congress. National Group of the International Association
7. FHWA(2012) “Hydraulic Design of Safe Bridges,” For Bridge & Structural Engineering’ B&SE_
U.S. Department of Transportation, Federal Highway Volume 47_Number 1_March, pp 103-111.
Administration, Publication Number FHWA- 23. Mazumder, S.K. (2016)”Morphology and Training
HIF-12-018, April. of Rivers Near Bridges” Indian Highways, Vol. 44,
8. Garde,2006 “River Morphology”,New Age Int.(Pvt. No. 7, July, 2016, pp. 25-35.
Ltd),New Delhi. 24. Mazumder, S.K. and R.K. Dhiman (2014) “Local
9. Gales, R. (1938),”The Principle of River Training for Scour in Bridge Piers on Coarse Bed Material-
Railway Bridges and Their Applications to the case of Observed and Predicted by Different Methods”,
Hardinge Bridge Over the Lower Ganges at Sara” J. paper presented and pub. in the J. of Indian Roads
of The Institutions of Civil Engineers , London, Paper Congress during the annual session at Bhubneshwar.
no. 5167, Dec. 25. Mazumder, S.K. (2010) “Behavior and Training of
10. Gole,S.V. and Chitale,S.V.(1967) “River Bed Scour River near Bridges and Barrages-Some case Study”-
atn Bridge Constritions’ International Assoc. of Paper presented and pub. in the “Int. Conf on River
Hydraulic Research Congress, Fort Collins, Colorado, Management - IWRM-2010” Org. by IWRS and
USA. WRDM, IIT, Roorkee and held at New Delhi, Dec.
14-16.
11. Hinds, J. (1928) “Hydraulic Design of Flume and
Syphon Transitions” Trans. ASCE, vol.92 pp. 1423- 26. Mazumder, S.K.(2009) “Determination of Waterway
Under a Bridge in Himalayan Region - Some Case
59.
Studies” Paper presented at 70th IRC Congress Held
12. Inglis,C.C (1949) “Behavior and Control of at Patna on 11-14 Nov., 2009 and Published in the
Rivers and Canals”, Research Publication no. 13, Journal of IRC, Vol.70-2, July-sept.2009.
Punepp.369-380. 27. Mazumder (2004) “Mazumder, S.K. “River Behaviour
13. Inglis ,C.V. and Joglekar, D.V. (1936) “Investigations Upstream and Downstream of Hydraulic Structures”,
Carried out by means of Models at Khadakwasla Proc. Int. Conf. On “Hydraulic Engineering Research
Hydro-Dynamic Research Station near Pune in and Practice (ICON-HERP-2004) in honour of Prof.
connection with the Protection of the Hardinge K.G.Rangaraju, org. by Deptt. Of C.E., IIT, Roorkee,
Bridge which Spans the River Ganges near Paksey, Oct 26-28, 2004.
Eastern Bengal Railway”, Public Works Department, 28. Mazumder, S.K. and Dhiman, Rajni (2003)
Bombay,Tedchnical Paper no.55. “Computation of Afflux with Particular Reference
14. IRC:5 (1998) “Standard Specifications and Code of to Widening of Bridges on roadway”, Proc.
Practice for Road Bridges – Section 1” Published by National Conf. Of Hydraulics and Water Resources,
Indian Roads Congress, R.K.Puram, New Delhi. HYDRO-2003, CW & PRS, Pune, Dec.

Technical Paper
29. Mazumder, S.K., Rastogi, S.P. and Hmar, Rofel design of Sub-Structures of Bridges”, revised in
(2002) “Restriction of Waterway under Bridges”, J. 1963.
of Indian Highways, Vol. 30, Nlo. 11, Nov. 35. Richardson, E.V. and Davis, S.R. (1995), “Evaluating
30. Mazumder, S.K. and PramodKumar(2001) “Sub- Scour at Bridges”, Report No. FHWAIP90-017,
critical Flow Behaviour in a Straight Expansion”, Hydraulic Engineering Circular No. 18 (HEC-18),
ISH Journal of Hyd. Engg. , Vol. No. 1, March. Third Edition, Office ofTechnology Applications,
31. Mazumder, S.K. (1993), “Stability of River HTA-22, Federal Highway Administration, U.S.
Downstream of Hydraulic Structres” Proc. of VIII Department of Transportation, Washington D.C.,
APD- IAHR Congress, Vol II org by CW&PRS Pune, U.S.A.
Oct. 20-23, pp 273-282.
36. Sharma, H.D., Goel P.K., Singh, Singh, V.K. (1976)
32. Mazumder, S.K. and Ahuja, K.C.(1978) “Optimum
“Elliptical Guide Bunds”, J.of The Institution of
length of contracting transition in open channel sub
Engineers(India),Vol.56,,Part C 15, March.
critical flow” Journal of CE Div., Inst of Engr(I), Vol.
58, pt CI-5, March. 37. Spring FJE(1903),”River Training and Control of
33. Melville, B.W. and Coleman, S.E.(2000) “Bridge the Guide Bank Systems”Technical Paper No.153,
Scour”, Water Resources Publications, LLC, Vol.I Railway Board, Govt.ofIndia,New Delhi.
and II. 38. Vittal, N. and Chiranjivi, V.V. (1983) “Open-Channel
34. Ministry of Railways, Govt. of India(1963) Transition : Rational Method of Design”, J. of Hyd.
“Indian Railway Standard, Code of Practice for the Engg., ASCE, 109(1),P.99-115.
Illustrative Example: Appendix-1

It is propsed to design guide banks for a bridge on river Yamuna (Fig. 7) with following data:
Fig. 7 Existing Bridge on Meandering Flood Plain of River Yamuna

Design Flood Discharge - 11,000 cumec
Design HFL- 216.50
Lowest Bed Level in main Channel-208 m
Lowest Bed Leven in Flood plain-212 m
Width of main channel-600 m
Flood plain width: Left-600 m , Right-1200 m
Estimated discharge distribution: Main Channel-6.800 cumec, Left bank-1400 cumec, Right bank-2800 cumec
Waterway
1. Lacey method: (Eq-1)
P = 4.8Q0.5 = 4.8 (11,000)0.5 = 503 m
2. Permissible Fluming approach :Eq.-2)
Bo/B1 = (F1 / Fo) [ (2+F2o) / (2+F12)]3/2
Here, Depth of flow in main Channel Ym =216.5-208 = 8.5 m, Area of main channel = 600 x 8.5 = 5,100 m2
Depth of flow in flood plain = yf =216.5-212 = 4.5 m, Area of Flood plains = Af = (600 + 1200) x 4.5 +
= 8,100 m2
Total Area upstream of Bridge A1 = Am + Af = 5,100 + 8,100 = 13,200 m2

Technical Paper
Average Velocity of flow upstream of bridge = V1 = Q/A1 = 11,000/13,200 = 0.83 m/s

Total width of flow upstream of bridge = B1 = 600 + 600 + 1200 = 2400 m
Mean depth of flow upstream y1 = A1/B1 = 13,200/2400 = 5.5 m
F1 = Froude’s No. of Approaching flow upstream = V1/(gy1)0.5 = 0.83/(9.8X5.5)0.5 = 0.113
Taking maximum permissible value of Froude’s no. under bridge as F0 = 0.5 From Eq. 2
B0/B1 = Bo/B1 = (F1 / Fo) [ (2 + F2o ) / (2 + F12)]3/2 = [(0.113/0.5)] [(2 + 0.25)]/([2 + 0.013))]3/2 = 0.226 x 1.18
= 0.2655
B0 = Permissible waterway under bridge = 0.2655 x B1 = 0.2655 x 2400 = 637.2 m
Actual bridge length provided is 600 m i.e. the same as main channel width.
3. Permissible Afflux Approach
By Molesworth Eq.
h1* = [V12 /17.88 + 0.015] [(A1/A0) 2 –1] = [(0.832/17.88) + .015] [(13,200/5.100)2-1]
= [0.0535] [4.075] = 0.218 m = 21.8 cm
By Bradley formula
h1* = 3(1- M) Vn2/2 g = 3[1-(5,100/13,200) x (2.152/2 x 9.8)] = 3[(1-0.386) (0.236)] = 0.435 m = 43.5 cm
Since the bridge is located on wide flood plain, Bradley formula is applicable. An afflux of 43.5 cm exceed the
permissible value and hence waterway should have been increased to keep the maximum afflux as h1* = 0.3 m,
Waterway required for h1* = 0.3 m is found to be 900 m
4. Stability Consideration
With elliptical type guide bank on either side on flood plain ( for guide bank length computation is given
below), Width of opening at the head of guide bank = 600 + 30 = 630 m. So, the ratio of opening = 2400/630
= 3.8 which is greater than 1.75. Hence flow is unstable.
For stability of flow, B0/B1 should not be greater than 1.5 to 2. Taking the mean value as 1.75, the minimum
length of waterway required is 2400/1.75 = 1370 at head of guide bank i.e. 1370-30 = 1340 at bridge axis which
is more than two times the bridge length actually provided i.e. 600 m.
This implies that the existing bridge length should have been increased to avoid flow instability both upstream
and downstream. Ignoring stability criteria 900 m length of bridge should have been provided to keep the afflux
to a maximum value of 30 cm.
Length of guide Bank
1. IRC Method:
Assuming Length of Bridge same as main channel width i.e. 600 m
Minimum axial length = 1.10 x L = 1.1 x 600 = 660 m
2. As per Lagasse:
(a) Left Guide Bank:
Flood discharge in left flood plain Qf = 1400 cumec,
Q30 = Dischrage in 30 m length adjacent to pier = (11,000/600) x 30 = 550 cumec
Qf/Q30 = 1400/550 = 2.5
Vn2 = Mean velocity of flow under the bridge = Q/A2 = 11,000/(600 x 8.5) = 2.15 m/s
Entering the values of Qf/Q30 = 2.5 and Vn2 = 2.15 in Fig. 6, Left Guide Bank Length = 50 m
Guide bank length provided on Left side is 350 m which is 7 times more than Lagasse.
As per Lagasse, Offset of right guide bank = 0.25 x 50 = 12.5 m say 15 m
(b) Right Guide Bank:
Qf = 2800, Q30 = 550 cumec
Qf/Q30 = 2800/550 = 5.09
Vn2 = 2.15 m/s
Entering the values of Qf/Q30 = 5.09 and Vn2 = 2.15 in Fig. 6, Left Guide Bank Length = 70 m
Length of guide bank provided on right side is 300 m which is 4.26 times more than that by Lagasse.
As per Lagasse’s design, Offset of left guide banks are 0.25 (70) = 17.5 m- say 20 m

Technical Paper
USE OF RECYCLED ASPHALT MATERIAL FOR

SUSTAINABLE ROAD CONSTRUCTION
Dr. Umesh Sharma1, Harish Kumar Giri2 Ankita Khatri3

Abstract
The increasing demand from road traffic requires continued construction and improvement of roads in both
urban and rural areas. The pavement construction industry is one of the largest economic and material consuming
industries in the world. The construction of a new pavement or overlays involves a huge consumption of aggregate
and binder. This increasing demand has resulted in growing costs and scarcity of natural materials and increase
in construction and demolition wastes, which further causes waste disposal problems. Thus, there is a need to look
for alternate pavement design for new construction and maintenance. The use of Reclaimed Asphalt Pavement
(RAP) in roadway construction fits with the overall objective of sustainable development by the careful use of
natural resources. Large quantities of Reclaimed Asphalt Pavement (RAP) materials are produced during highway
maintenance and construction. RAP recycling activates reduces the use of declining virgin aggregates and tackles
the issues of material storage and disposal of reclaimed asphalt material generated from pavement construction.
Further, energy savings can also be done through the use of RAP in roadway construction by reducing the processing
and transport of virgin aggregate. India has very limited experience with recycling and reuse of RAP in various
layers of pavement structure. The main objective of the present paper is to evaluate the mechanical properties of
reclaimed aggregates so as to analyze the suitability of its usage in flexible pavement. It was observed that the use
of reclaimed aggregates (100%) and replacing some percentage of VG30 with CRMB 55 resulted in the increase of
Marshall Stability, Flow value and Bulk density of Bituminous Concrete Mix.
1. INTRODUCTION an increasingly widespread practice in recent years.

Construction of roads involves huge outlay of The recycling of existing asphalt pavement materials
investment and mainly sixty percent of the highway produces new pavement with considerable savings in
project cost is associated with the road construction. material, money and energy. Aggregates and binder
A precise engineering design may save considerable from old asphalt pavements are still valuable even
investment and ensure reliable performance of the though these pavements have reached the end of their
road network. In India almost ninety percent road service life.
network is occupied by asphalt pavement only which In India, most of the roads are asphalt surfaced
are constructed and maintained by using naturally pavements[2]. These roads are periodically maintained
available road aggregates and bitumen[1]. The by resurfacing. Large quantities of Reclaimed Asphalt
increasing demand for road construction has further Pavement (RAP) materials are produced during
resulted in growing costs and scarcity of these natural the maintenance and construction operations[3].
materials. Hence, there is a requirement to look for Reclaimed asphalt pavement is a method by which
alternate pavement designs for new construction and asphalt pavements are constructed using reclaimed or
maintenance works. Nowadays, the construction recycled materials obtained from existing pavements.
industries are emphasizing on materials conservation, The use of RAP is gradually gaining popularity with
reuse and recycling in order to move towards better the development in technology[4]. Earlier pavements
environmental quality and sustainable development. were scarified by excavators which gave huge blocks
The use of recycled materials in pavement has become of RAP materials. Therefore, it was difficult to use
1
Professor, E-mail: umesh1651@gmail.com
Civil Engineering Department, Punjab Engineering College
2
Research Scholar, E-mail: harish.civil3716@gmail.com
(Deemed to be University), Chandigarh, India,
3
Research Scholar, E-mail: ankitakhatri134@gmail.com

Technical Paper
RAP materials in the construction of new pavements. It has excellent adhesive and bonding properties
Now with the latest development in technology, with aggregates, excellent waterproofing properties,
milling machines have been made available in the resistance to acids and alkali as well.
market which cut the pavement to desired thickness 2.4 Crumb Rubber Modified Bitumen
thereby making the use of RAP materials much easier.
The asphalt milling machine also known as pavement Crumb Rubber Modified Bitumen (CRMB 55) is a
planer or pavement recycler is a construction machine hydrocarbon binder obtained through physical and
chemical interaction of crumb rubber (produced
used to remove asphalt pavement or asphalt concrete
by recycling of used tyres) with bitumen and some
from roadways. The milled surface is accomplished
specific additives which are available in market
by bringing a rotating mandrel or “head” into contact
(Source: Indian Oil, Panipat Refinery). It is a unique
with the pavement at an exact depth or slope. The
kind of bitumen whose properties are enhanced by
mandrel has hundreds of hardened spikes or teeth on
mixing it with crumb rubber and special additives as
its surface, which bite and cut away at the roadway’s
per the provisions of IRC:SP:53-2002 and IS 15462:
surface. The surface material that is removed is
2004. CRMB 55 is prescribed for moderate climatic
normally fed by conveyor into a dump truck or semi-
regions and was procured from the local sources.
trailer, but can be left in place to be removed or
recycled later. A water spray system provides cooling 2.5 Mineral Fillers
for the mandrel, as well as dust management[5]. In the Mineral fillers have substantial influence over the
present work is to determine and compare the physical properties mix design. The utilization of hydrated
and Marshall Properties of virgin aggregates, recycled lime is encouraged because of its very good anti-
aggregates and to assess the suitability of usage of stripping and anti-oxidant properties. In the present
RAP in flexible pavement design. work lime and sand are used as fillers for bituminous
mix specimen.
2. MATERIALS AND METHODS
2.6 Marshall Method of Mix Design
2.1 Virgin Aggregates
Marshall Stability Test of a mix is characterized as
The coarse aggregates are crushed by utilizing
maximum load carried by a compacted specimen at
crusher to get varying size of aggregates from 19 mm
a standard test temperature at 60ºC. The flow value
and retained on a 2.36 mm sieve while fine aggregate
is the deformation the Marshall Test specimen under
should comprise 100% of fine crushed sand passing
goes during the loading up to the maximum load in
the 2.36 mm sieve and retained on 0.075 mm sieve.
0.01 mm units. The Marshall Stability Test is relevant
2.2 Recycled Aggregates for hot mix design using bitumen and aggregate with
The main source of recycled aggregates is demolished maximum size of 26.5 mm.
flexible pavement removed by milling process and it 2.7 Aggregate Gradation
should free from any other contaminants. Aggregates The aggregate gradation (Grading-I) for bituminous
are collected from demolition site in front of Punjab concrete mix in the present study is adopted as per
Engineering College (Deemed to be University), MoRT&H (Vth revision) specifications and is shown
Sector-12, Chandigarh. The aggregates are crushed in Table 6. The Fig. 1 shows the gradation curve of
manually with hammer and the reclaimed materials both virgin and recycled aggregates.
(aggregates and bitumen) are separated out with
bitumen/centrifugal extractor by using benzene. The
usage of recycled aggregates (100%) was decided
based on physical/mechanical test of recycled
aggregates as compared to virgin aggregates as
per MoRT&H Specification. The aggregates are
sieved through 25 mm, 19 mm, 10 mm, 4.75 mm,
2.36 mm, 425 micron and 75 micron IS sieves for
proper gradation.
2.3 Bitumen (VG 30)
Bitumen is the byproduct of petroleum and its grading
depends upon its penetration value and viscosity Fig. 1 Gradation Curve of Virgin Aggregate and
grade for different climatic factor and nature of duty. Recycled Aggregate

Technical Paper
3. RESULTS AND DISCUSSIONS The test results of Crumb Rubber Modified Bitumen
3.1 Physical Properties of Aggregates, Bitumen (CRMB 55) as per Indian Standards are shown in
and Crumb Rubber Modified Bitumen Table 3.
Test results of virgin aggregates and recycled The test results shows the Specific Gravity of Fillers
aggregates for bituminous concrete as per Indian
are shown in Table 4.
Standard are shown in Table 1.
The test results of Bitumen (VG 30) as per Indian Test results of shows the properties of Extracted
Standard are shown in Table 2. Bitumen from RAP are shown in Table 5.
Table 1 Test Results of Virgin Aggregates and Recycled Aggregates
Test Test Results MORT&H (Vth Revision)[6]

Virgin Recycled
Aggregates Aggregates (100%)
Aggregate Impact value (%) 19.82 21.45 Max 30%
Grain size analysis (%) 3.0 4.0 Max 5% passing 0.075 mm IS
sieve
Los Angeles abrasion value (%) 23.62 25.56 Max 40%
Flakiness and Elongation index (%) 21.2 23.25 Max 35%
Aggregate crushing value (%) 20.34 20.34 Max 30%
Water absorption (%) 0.37 0.35 Max 2%
Aggregate Specific Gravity
□ Coarse Aggregates 2.67
□ Fine Aggregates 2.6 2.66 Min 2.5
□ Filler 2.3 2.66
Stripping Value (%) 99.7 99.52 Min. Retained Coating 95%
Table 2 Test Results of Bitumen
Test Test Results IS73:2013

Penetration at 25ºC, 100 g, 5 seconds, 0.1 mm, Min. 66 45
Softening point (R&B), ºC, Min. 52 47
Ductility test at 27ºC, cm 87 Min. 75
Specific gravity 1.02 Min. 0.99
Flash point, ºC, Min. 273 Min 220
Fire point, ºC, Min. 292 Min 220
Kinematic viscosity at 135ºC,cSt, Min. 458 Min 350
Absolute viscosity at 60ºC, Poises 3086 2400-3600
Table 3 Test Results of CRMB 55
Test Test results IS:15462-2004

Penetration at 25°C, 100gm, 5 seconds, 0.1mm 52 Max 60
Softening point (R&B), °C 51 Min 55
Flash point, °C 256 Min 220
Fire point, °C 275 Min 220
Elastic recovery of half thread in Ductilometer at 15°C, percent, 55 Min 50
minimum
Elastic recovery of half thread in Ductilometer at 25°C, percent, 43 Min 35
minimum

Technical Paper
Table 4 Test Results of Fillers Sieve Size Obtained Gradation % Passing
Filler Specific Gravity (mm) Virgin Recycled Required
Aggregates Aggregates
Lime 2.18
13.2 74.41 64 79 -100
Sand 2.30
9.5 63.6 55 59-79
Table 5 Test results of Extracted Bitumen from RAP
4.75 38.12 33 35-55
Name of the Property Value Method of 2.36 29.8 26 28-44
Obtained Testing
1.18 22.8 19 20-34
Penetration at 25ºC, 100 g, 20 IS :1203-1978
0.6 20.33 11 15-27
5 seconds, 0.1 mm
0.3 14.9 9 10-20
Softening point (R&B), ºC 77 IS :1205-1978
0.15 4.68 5 4-13
Ductility test at 27ºC, cm 57 IS :1208-1978
0.075 1.75 3 2-8
Flash point, ºC 288 IS :1209-1978
Fire point, ºC 305 IS :1209-1978 3.2 Marshall Properties of Conventional
Specific gravity 1.04 IS :1202-1978 Bituminous Concrete (BC) Grade I Mix
Design using Virgin Aggregates
Table 6 Gradation of Aggregates for Bituminous
Concrete (Grading-I) Marshall Samples are prepared by varying percentage
of bitumen VG 30. Stability flow analysis, density
Sieve Size Obtained Gradation % Passing
and volumetric analysis is carried out for the prepared
(mm) Virgin Recycled Required Marshall samples with varying bitumen content from
Aggregates Aggregates
4.5 % to 6.5 % are shown in Table 7. The obtained
26.5 100 100 100 test results are plotted graphically and are shown in
20 92.5 88 100 Fig. 2.
Table 7 Marshall Properties of Conventional Bituminous Concrete Mix
Bitumen Marshall Flow Air Voids Voids Filled with Voids in Mineral Bulk Density
(%) Stability (kN) (mm) (%) Va Bitumen (%) VFB Aggregate (%) (g/cc)
VMA
4.5 12.20 2.4 5.6 65.52 16.51 2.38
5.0 14.65 2.8 4.5 73.41 16.78 2.41
5.5 16.55 3.1 4.0 77.25 17.62 2.53
5.65 16.75 3.4 3.9 77.35 17.69 2.55
6.0 15.10 4.4 3.1 81.56 17.87 2.42
6.5 13.33 4.8 2.3 86.77 17.98 2.47
From the test results the following observations are □ The air voids decreases continuously from
made:- 4.5% to 6.5% bitumen content. The air voids
□ The stability value increases when bitumen achieved in total mix is 3.9 % at 5.65% bitumen
content is increased from 4.5% to 5.5 % and then content.
it decreases from 6.0% to 6.5% bitumen content. □ The percentage of voids filled with bitumen
Maximum value of stability is found to be increases continuously from 4.5% to 6.5%
16.75 kN at 5.65% bitumen content. bitumen content the value of VFB is found to
□ Flow value increases with the increase in be 77.35% at 5.65% bitumen content.
bitumen content from 4.5% to 6.5% and the □ Void in mineral aggregates decreases from
value is found to be 3.4 mm at 5.65% bitumen 4.5% to 5.5% and then increases from 6.0% to
content, the criteria of 2 mm to 4 mm for BC 6.5% bitumen content. The value of VMA is
(Grade I) are almost satisfied. found to be 17.69% at 5.65% bitumen content.

Technical Paper
□ Bulk Density value decreases from 4.5% to Optimum Binder Content is found to be 5.65% by
5.0% and then increases from 5.5% to 6.5% weight of aggregate in conventional bituminous
bitumen content. The value of bulk density is concrete mix.
found to be 2.55 g/cc at 5.65% bitumen content.
Fig. 2 Different Parameters of Marshall Stability Test on Conventional Bituminous Concrete using Virgin Aggregates
3.3 Marshall Properties of Rubber Modified rubber modified bitumen in VG30 on strength and
Bituminous Concrete (BC) Grade I Mix flow characteristics of mixes.
Design using Recycled Aggregates Initially, CRMB has been added with percentage of
Marshall method for rubber modified bituminous +1.0% and +0.5% without replacing bitumen. After
that the varying percentage of -0.5%, -1.0%, -1.5%
concrete mix design is carried out by using recycled
and -2.0% of VG30 has been replaced with the same
aggregate and by replacing bitumen with CRMB percentage of CRMB 55 by weight of the total mix
55 at optimum binder content. The same optimum at optimum binder content i.e. at 5.65%. The outputs
binder content i.e. 5.65% of conventional bituminous of stability-flow, density and volumetric analysis are
concrete mix is used for evaluating the effect of shown in Table 8. The obtained test results are plotted
adding or replacing of different percentage of crumb graphically and are shown in Fig. 3.
Table 8 Marshall Properties of Rubber Modified Bituminous Concrete Mix using Recycled Aggregates
CRMB 55 at Marshall Flow Total Air Voids Filled with Voids in Mineral Bulk Density
OBC (%) Stability (kN) (mm) Voids (%) Va Bitumen (%) VFB Aggregate (%) VMA (g/cc)
+1.0 11.88 5.5 3.3 65.20 18.30 2.64
+0.5 13.20 4.4 4.0 71.42 17.50 2.51
-0.5 14.78 3.4 4.1 75.66 17.0 2.44
-1.0 16.10 3.6 4.0 78.20 17.10 2.48
-1.5 17.50 3.8 3.6 82.50 17.40 2.66
-2.0 14.92 5.3 3.4 76.62 17.70 2.23

Technical Paper
Fig. 3 Different Parameters Obtained from Marshall Stability Test on Rubber Modified
Bituminous Concrete Mix Using Recycled Aggregates
From the test results the following observations are binder content. The value of VFB is found to be
made:- 82.50% of the total mix.
□ The stability value decreases on adding CRMB □ Void in mineral aggregates decreases from
from +0.5% to +1.0% by weight of total mix +1.0% to -0.5% and then increases up to 2.0%
in bitumen and increases on replacing CRMB replacement of binder content. The value of
from -0.5% to -1.5% by weight of total mix and VMA is found to be 17.40% of the total mix.
then decreases rapidly for -2.0% replacement of The density increases from +0.5% to +0.1% of
bitumen by CRMB at OBC. Maximum value CRMB content and -0.5% to -1.5% replacement
of stability is found to be 17.50 kN at -1.5% of bitumen with CRMB. The maximum value
replacement of bitumen with CRMB. of bulk density is found to be 2.66 g/cc at -1.5%
□ Flow criteria of 2 mm to 4 mm for rubber and then decreases at -2.0% replacement of
modified mix are almost satisfied at -0.5%, binder content.
-1.0% and -1.5%. The higher flow value is Considering the criteria of maximum stability,
found at -2.0%, +0.5% and +1.0%. maximum density and keeping flow value within the
□ The air voids decreases from +0.5% to +0.1% limits, -1.5% replacement of VG30 with CRMB 55 at
and -0.50% to -2.0% of CRMB content. The air OBC i.e. at 5.65% is considered as the most optimum
voids is found to be 3.6% of the total mix at replacement.
-1.5% replacement of binder content.
□ The percentage of voids filled with bitumen 3.4 Comparisons of Mixes
increases continuously from +1.0% to - 1.5% A. Comparison of Conventional Bituminous Concrete
and then decreases for -2.0% replacement of Mix & Recycled Asphaltic Mix is shown in Table 9.
Table 9 Comparisons of Conventional Mix & Recycled Asphaltic Mix at same OBC
Properties Conventional mix Recycled Asphaltic Mix
Marshall stability (kN) 16.75 17.50
Flow (mm) 3.4 3.8
Air voids (%)Va 3.9 3.6
Voids filled with bitumen (%) VFB 77.35 82.50
Voids in mineral aggregate (%) VMA 17.69 17.40
Bulk density, (g/cc) 2.47 2.66

Technical Paper
□ Considering the criteria of maximum stability, increase in the values of Marshall Stability, Flow
maximum density and keeping flow value within value and Bulk density in bituminous concrete mix.
limits replacing -1.5% of bitumen with CRMB at Thus, the performance based analysis carried out
OBC and it is found out to be the most optimum can be implemented in road construction and can be
binder replacement in Recycled Asphaltic Mix. beneficial in reducing the load on mining of stones
□ The stability value of Recycled Asphaltic Mix and will solve the problem of overlay.
increases by 4.55% with the replacement of REFERENCES
1.5% bitumen by CRMB at OBC as compared
1. Airey, G. D. & Rahimzadeh, B., 2004, ‘Combined
to Conventional Bituminous Concrete.
Bituminous Binder and Mixture Linear Rheological
□ The density of Recycled Asphaltic Mix
Properties’, Journal of Construction and Building
increases by 4.31% with the replacement of
Materials, 18 (7), 535-548.
1.5% bitumen by CRMB at OBC as compared
to Conventional Bituminous Concrete. 2. Atis, C. D. & Celik, O. N., 2008, ‘Compatibility of
□ CRMB mixtures have better adhesion than the Hot Bituminous Mixtures Made with Crumb Rubber-
mixed prepared with conventional bitumen. Modified Binders’, Construction and Building
Mixture prepared with the combination blend Materials, 22 (6), 1143-1147.
has improved adhesion as compared to the 3. Colbert, B. & Zhanping Y., 2011, ‘The Determination
mixture developed with conventional mix. of Mechanical Performance of Laboratory Produced
□ The use of rubber modified bitumen needs to Hot Mix Asphalt Mixtures Using Controlled RAP
be encourage in maintenance treatments for and Virgin Aggregates Size Fractions’, Construction
extension in life of renewals. The renewal cycle and Building Materials, 26 (1), 655-662.
of bituminous concrete with modified bitumen
4. Ministry of Road Transport and Highways
may be taken as 1.5 times of the conventional
(MoRT&H), 4th Revision, 2001, Specification for
bitumen.
Roads and Bridge Work, Indian Roads Congress,
4. CONCLUSIONS New Delhi.
This study essentially deals with the need to sustain 5. Mohammad, L. N. & Cooper, S. B., 2011,
the roads with recycled asphalt materials such as by ‘Characterization of HMA Mixtures Containing High
using 100% recycled aggregates in HMA mixtures for Reclaimed Asphalt Pavement Content with Crumb
both construction and maintenance. On comparing Rubber Additives’, Journal of Materials in Civil
the obtained results, it is found that the stability value Engineering, 23(11), 1560-1568.
of recycled asphaltic mix is higher than the stability
value of conventional bituminous mix. The recycled 6. Veeraragavan, A., 2012, ‘Investigation on Laboratory
asphaltic mixes are expected to be more durable, less Performance of Bituminous Mixes with Reclaimed
susceptible to moisture in actual field condition with Asphalt Pavement Materials’, International Journal
enhanced properties. CRMB enhanced the properties of Research in Engineering and Technology, 73(3),
of the mix as the Inter-molecular bonding between 339-352.
bitumen and crumb rubber coated aggregate enhance 7. Xiao, F.P., Amirkhanian, S.N., & Juang, C.H., 2007,
strength and thus upgrades the quality of bituminous ‘Rutting Resistance of Rubberized Asphalt Concrete
concrete mixes. Therefore, as a result the use of 100% Pavements Containing Reclaimed Asphalt Pavement
reclaimed aggregates and replacing some percentage Mixtures’, Journal of Materials in Civil Engineering,
of VG30 with CRMB 55 at same OBC there is an 19(6), 475–483.

Advertisement & Announcement
Wanted Sub Consultants
After the construction of Highways by the Ministry, NHAI, & States

PWD, these have to be regularly maintained and repaired for which in
addition to working agencies even engineers & other staff is needed
through Sub Consultants located at various State HQ.
For meeting with the credential required, profile including the manpower
and other expertise you have earned may be sent so that eligibility could
be properly utilized.
M/s LRP Consultants Consortium(P) Ltd.,

Ph: 011-28741286/88,
E-mail: projectsindia79@gmail.com
IBC AWARDS FOR 2016-17
Indian Buildings Congress invites entries for the following Awards for 2016-17:
(a) ‘IBC Awards for Excellence in Built Environment’ in five categories, viz, (i) Buildings
including individual residential units, housing complexes, commercial and office buildings;
(ii) Institutional Campuses; (iii) Industrial Structures; (iv) Rehabilitation/Retrofitting of
Buildings; (v) Infrastructure Projects. Award consists of a Trophy & Citation. For details, visit
IBC website www.ibc.org.in
(b) ‘Smt. Satya Goel Memorial Award’ meant exclusively for women in building profession
for her contribution to the profession with a remarkable achievement during the preceding 3
years. Award includes a citation with a Plaque and Certificate.
The above Awards will be presented during the Inaugural Function of 23rd Annual Convention of
IBC to be held in December 2018. Entries for the Awards complete in all respects should reach
IBC Secretariat latest by 31st October, 2018.
Shri Pradeep Mittal

(Mobile 9811075333)
Honorary Secretary
Indian Building Congress,
Sector - VI, R.K. Puram, New Delhi – 110 022
Ph: 26169531, 26170197 Fax: 26196391
Email: info@ibc.org.in Website: www.ibc.org.in

Technical Paper
INNOVATIONS IN REPAIR TO MAINTAIN PAVEMENTS AND STRUCTURES
Satander Kumar1
Abstract
The purpose of maintenance is to ensure that the pavements and structures remain serviceable throughout its
design life. Maintenance prolongs their life by reducing the rate of deterioration, thereby safeguarding investments
in repair and rehabilitation, which will lower the cost of operating vehicles by providing a smooth-running surface,
keeps the road open for traffic with least delay, contributes to better transport services, sustains social and economic/
toll benefits due to improved road and structures access. Deterioration depends on original design, material types,
construction quality, loads, geometry, age, environmental conditions and preservation policy selected.
The paper covers innovative scenario of roads and structures maintenance and consequently innovative repair
methodologies covering the respective deterioration/defects. The major innovative techniques are use of modern
low viscosity epoxy resins, pressure grouting techniques, jacketing with concrete or steel/ fibre reinforced polymer
plates, cross stitching of long cracks, repair of patches/pot holes, edge spall, blowups, raveled/smooth surface,
bearing and expansion joints repairing, widening of structures etc. in case of concrete road and structures; and
further innovative techniques for rectification of stripping, showing, streaking, rutting, raveled surface, smooth
surfaces etc of asphalt pavements mainly liquid seal, slurry seal, micro-surfacing with modified bitumen emulsion
using latex, prefabricated mastic rolls made with different types of fibres, cold mix technology etc.
1. INTRODUCTION The innovative technique for maintenance shall

Maintenance is a routine work performed to upkeep reduce GHG emission, be cost effective, need
the pavement and structures provided for users, based with added advantages. Material required for
as nearly as possible in its constructed condition. maintenance shall be as per National or International
This is essential to get optimum service from the Standard to avoid further repair; such as epoxy
structures. Maintenance helps in preserving the coating of damaged steel bars and elements. Steel
pavement and structures condition and in avoiding bars and elements shall conform to IS 1786/IS:13620,
untimely rehabilitation. Maintenance requirements Stainless steel- BS 6744, Pre-stressing steel- IS
are dependent on traffic, terrain, soil type etc. 1785, IS 6003, IS 6006, IS 14268, IS 2090, and wire
There are different types of maintenance such as 4-8 mm of 1715-1375MPa. Galvanized steel shall
i) routine maintenance, ii) periodic maintenance contain Zn 72-100% heated at 450ºC conforming
to IS:12594. Maintenance methodology and cost
iii) strengthening and rehabilitation and emergency
effective materials/techniques being adopted basically
repairs. Maintenance helps in the following attributes:
shall conform to the following respective latest
i) Improvement of riding quality IRC and MORT&H Specification Standards:
ii) Retardation of deterioration process
a) IRC:82-2015 “Code of Practice for Maintenance
iii) Extension in service life of pavement of Bituminous Surfaces of Roads”
iv) Saving in road user cost and social benefits b) IRC:SP:100-2014 “Use of Cold Mix Technology
v) Reduction in environmental damage by reduced for Construction and Maintenance of Roads”
fuel consumption c) IRC:SP:80-2008 “Guidelines for Corrosion
vi) Avoidance of large capital investment for prevention, Monitoring and Remedial Measures
reconstruction for Concrete Bridges”.
1
Ex. Scientist, CRRI New Delhi 110024, E-mail: satander50@yahoo.co.in

Technical Paper
d) IRC:SP:74-2007 “Guidelines for Repair and 5 to 25% of bitumen. Higher the asphaltene
Rehabilitation of Steel Bridges” content, greater is the hardness.
e) MORTH-2001 “Report of the Committee on b) Resins with particle size 1 to 5 nm with H/C
Norms for Maintenance of Roads in India close to 1.3 to 1.4. It is a dispersing agent/
2001”. peptisers for the asphaltenes. It is polar in
f) IRC:SP:83 “Guidelines for Repair, Maintenance nature.
and Rehabilitation of Rigid Pavements” c) Aromatics constitute 40 to 65% of the total
g) IRC:SP:43 “Strengthening and Rehabilitation bitumen in which peptised asphaltenes are
of Bridges”. dispersed. It dissolves other high molecular
h) MORTH Specification for Road and Bridge weight hydrocarbons to make the bitumen
Works 2013 (Clauses 2800 for structures and stiffer. H/C ratio is much higher than resins.
3000 for road maintenance.) d) Saturates are nonpolar straw coloured viscous
i) IRC:SP:70-2016 “High Performance Concrete oils constituting about 5 to 20% of the bitumen,
and Self Compacted Concrete” molecular weight range is similar to that of
j) IRC:121-2017 “Guidelines for Use of resins.
Construction and Demolition Waste in Road
Sector”,
k) IRC:122-2017 “Guidelines for Construction of
Precast Concrete Segmental Box Culverts”
l) IRC:123-2017 “Guidelines on Geophysical
Investigation for Bridges”
m) IRC:125-2017 “Guidelines on Dozers for
Highway Works”
n) IRC:126-2017 “Guidelines on Wet Mix Plant”
o) IRC: SP:111-2017 “Capacity Building of Road
Agencies In Charge of Implementation of Road
Projects in Urban Areas”
p) IRC:SP:112-2017 “Manual for Quality Control
in Road and Bridge Works”
2. INNOVATIVE MAINTENANCE
TECHNIQUES
Fig. 1 Asphaltene-Resin Micelles
Presently following innovative techniques are
being used for repair and maintenance of roads and 2.2 Defects
structures: Considering the above facts, following defects
A) Flexible Pavements: in bituminous roads are generally found due to
inadequate compaction at right temperature leading to
2.1 Composition of Bitumen
early oxidation of hydro carbons, raveling, cracking
Asphalt (Bitumen) is a by product available from and disintegration:
refinery by processing of crude oil along with
i) Surface Defects (Fatty, Hungry, Streaking)
gasoline, kerosene, light gas oil, diesel oil, motor
oil, and asphaltenes provide stiffness to the bitumen. ii) Cracks (Hair Line, Alligator, Reflection,
These having high carbon to hydrogen ratio are called Transverse, Longitudinal, Reflection)
micelles. The micelles and the hydrocarbon medium iii) Deformation (Slippage, Rutting, Corrugation)
form a colloidal system. Colloids are stabilized by iv) Disintegration (Stripping, Pothole Raveling)
resins adsorbed on their surface, and the dispersion Efforts shall be made initially to know the causes of
of colloids in the fluid form a two-phase system. distress to avoid further distress after repair again.
Fig. 1 from Leontaritis (Ref 11) schematically shows Compaction shall be carried out at desired temperature
asphaltene-resin micelles that are suspended in the as per Table 1 (as per clause Mixing 501.3 of MORTH
oil. Bitumen has four components as given below: Vth Revision). Minimum water/oil shall be applied on
a) Asphaltenes with particle size 5 to 30 nm with roller top surface during rolling to avoid sticking of
H/C (Hydrogen/Carbon) close to 1.1. It forms bitumen on the roller.

Technical Paper
Table 1 Mixing, Laying and Rolling Temperature for Bitumen Mixes in ºC
S. No. Bitumen Bitumen Aggregate Mixed Material Laying *Rolling

Viscosity Grade Temperature Temperature Temperature Temperature Temperature
1 VG-40 160-170 160-175 160-170 150 Min. 100 Min.
2 VG-30 150-165 150-170 150-165 140 Min. 90 Min.
3 VG-20 145-165 145-170 145-165 135 Min. 85 Min.
4 VG-10 140-160 140-165 140-160 130 Min. 80 Min.
* Rolling must be completed before the mat cools to these minimum temperatures.
2.3 Causes of Distress and Remedial measure in cracking - pavement shoulder settling, joint widening
Flexible pavements due to high embankment on very poor/black cotton
Causes of short cracking may be due to less binder, soil (very high free swelling index) or no stepping
more filler, compaction of too hot surface, supporting method used for bonding two layers in horizontal
layer unstable; for alligator cracking - unstable direction- alternate wetting/drying beneath shoulder
subgrade/subbase/base, high saturation, brittleness due to poor drainage, shoulder settlement/drop-off,
by ageing, overheating, tender mixes, for longitudinal weak joint etc, (Figs. 2 to 9).
Fig. 2 Small Cracking Fig. 3 Alligator Cracking
Fig. 4 Severe Cracking Fig. 5 Reflection/Sympathetic Cracking
Fig. 6 Fatigue Cracking Fig. 7 Medium Cracking at Edges

Technical Paper
Fig. 8 Asphalt Shoving Fig. 9 Asphalt Upheaval
Short crack sealing: Fog seal shall be sprayed for treatment before micro-surfacing in case flexible
short cracks less than 3 mm as per MORTH clause pavement is broadly distressed.
3004.3.2 after using compressed air, and scrubber @ Slurry Sealing: It is a mixture of modified bitumen
0.7 liter/sqm. emulsion, aggregates, water (6-12%), filler (OPC
Sealing of wide cracks 3 mm-6 mm wide: Before 0.5 to 2%), additives spread uniformly with glass
crack filling of such cracks of width more than 3 mm fibre sheet. Generally, Type II slurry sealing (4-6 mm
and less than 6 mm, as per MORTH clause 3004.3.3, thick) is applied. Quantity of slurry shall be about 10
cracks shall be first cleaned with compressed air/ kg/sq m and binder content shall be 13.5 % by weight
scrubber, then filled with dust passing 2.36 mm, of aggregates. Maximum size of aggregates shall not
having 75 micron 10% and then finally filled with be more than 4.75 mm and 65-90% must pass through
the slow curing bitumen i.e. SS1 or medium setting 2.36 mm; passing 75 microns i.e. silt content not more
emulsion (MS). than 15%. The emulsion may be set in 2 hours also.
High Severity Alligator: Reconstruction with dense The mix shall be prepared in 3 minutes. The traffic
bituminous mixes using chicken wire, geo- synthetic shall be permitted within 4-6 hours.
mesh, fibre glass sheet or geo grid may be carried out Slurry sealing shall not be carried out when
as per IRC:111 and IRC:SP:81. temperature is less than 10ºC. Surface shall be just wet
Asphalt Shoving and –upheaval: This may occur due and saturated with water, but surface dry. The existing
to heavy weight impact (Figs 7 and 8). The remedial surface shall be properly cleaned with compressed
measure is milling affected portion and overlay with water/air, and if cracks are wide enough (> 3 mm)
dense mixes. shall be pretreated with SS 1 emulsion before doing
Liquid Seal: In liquid seal penetration grade or slurry sealing. Apply tack coat of RS 1 @200 gm/sq m
an emulsion bitumen is sprayed and covered with before slurry seal which shall be laid with machine as
aggregate. Emulsion used is RS 10-12 kg per per IRC:SP:81-2008 after due calibration in motion.
10 sq. m. Cover aggregate are nominal size 6.3 mm Rolling with PTR will give much better results. Traffic
(10-2.36 mm) 0.09 cum per 10 sq. m. This may be shall be opened after 12 hours.
used for rectification of streaking (corrugation), If quantum of cracks is moderate or severe; polymer-
stripping, and raveling of bituminous surfaces. modified membranes (insitu/prefabricated) may also
Most Innovative Solution: For Repair of most of the be applied on slurry seal coat for longer life. This
defects commonly slurry sealing and micro-surfacing is composed of reinforcing fabrics i.e. that serve as
as per IRC:SP:81-2008 on “Tentative Specifications carriers for the hot polymer-modified bitumen as it is
for Slurry Seal and Micro-surfacing” is being used. manufactured into a roll material and in-situ as well.
This is applicable for preventive maintenance or Following are some of the ASTM specifications on
renewal treatment of flexible pavements. This also polymer modified bitumen membranes:
acts as preservation of pavement strength besides ● ASTM D 6222, “Standard Specification
rectification of surface defects due to ageing, wear for Atactic Polypropylene (APP) Modified
and tear etc. till detailed methodology is approved Bituminous Sheet Materials Using Polyester
and fund available. Slurry seal is considered as pre- Reinforcements”

Technical Paper
● ASTM D 6223, “Standard Specification by weight of aggregates. Maximum size of aggregates

for Atactic Polypropylene (APP) Modified shall not be more than 4.75 mm and 65-90% must
Bituminous Sheet Materials Using a pass through 2.36 mm. 75 µ i.e. silt content not more
Combination of Polyester and Glass Fiber than 15%. The mix must set within 1 hours. The mix
Reinforcements” shall be prepared in 2 minutes, with consistency 30
● ASTM D 6162, “Standard Specification for mm. The traffic shall be permitted within 4 hours.
Styrene Butadiene Styrene (SBS) Modified Per cent passing 600 µ in the dry mix shall be less
Bituminous Sheet Materials Using a than 0.05%. Residue by evaporation shall be 60%,
Combination of Polyester and Glass Fiber ductility shall be minimum 50 cm, and softening point
Reinforcements” 57ºC.
● ASTM D 6163, “Standard Specification for Micro-surfacing shall not be carried out when
Styrene Butadiene Styrene (SBS) Modified temperature is less than 10ºC. Surface shall be just wet
Bituminous Sheet Materials Using Glass Fiber and saturated with water, but surface dry. The existing
Reinforcements” surface shall be properly cleaned with compressed
● ASTM D 6164, “Standard Specification for water/air, pre-treat cracks with SS 1 emulsion if any.
Styrene Butadiene Styrene (SBS) Modified Apply tack coat of RS 1 @200 gm/sq. m. Micro-
Bituminous Sheet Materials Using Polyester surfacing shall be laid with machine as per
Reinforcements” IRC: SP:81-2008 after due calibration in motion.
● ASTM D 6298, “Standard Specification for Rolling with PTR will give much better results. Traffic
Fiberglass Reinforced Styrene Butadiene shall be opened after 6 hours. Follow IRC:SP:81 for
Styrene (SBS) Modified Bitumen Sheets with a more details.
Factory Applied Metal Surface”. Slurry sealing and/or Micro-surfacing is now being
For improvement of riding quality and life of the road, used for rectification of smooth, raveled, rutted,
micro surfacing and/or is also being adopted not only slightly cracked/moderately cracked and hungry
surfaces of structurally sound bitumen roads. In case
on flexible pavement, but also on rigid pavement for
of damaged roads first there is need to repair defects,
better riding quality for repair of functionally deficient
with chip seal surface or two coat surface dressing
top surface of rigid pavement.
or equivalent specified material. Similar material is
Micro-surfacing: It is a mixture of polymer modified available in prefabricated roll which is ready to use
emulsion latex type, aggregates, water (6-12%), faster, and the same are also being used over bridge
filler (OPC 0.5 to 3%), additives spread uniformly deck slab as water proofing layer before laying
with glass fibre sheet or Atactic Polypropylene-APP Bituminous Concrete (BC) layer. Fig. 10 a, b, c, d and
sheet. Generally, Type II slurry sealing (4-6 mm e show different steps of slurry seal on an expressway
thick) is used. Quantity of slurry shall be about 10 in case of flexible pavement in situ and prefabricated
kg/sq m and residual binder content shall be 10.5% sheet on concrete deck slab (Fig. 10 f and g).
Fig. 10 (a) Sealing Fig. 10 (b) Laying Fibre Glass

Technical Paper
Fig. 10 (c) Laying Fibre Glass Fig. 10 (d) Slurry on Dust
Fig. 10 (e) Prepared Surface Fig. 10 (f) Tack Coat Application
(VG 30 bitumen in plains and VG 10 in hills in colder

regions, IS:73). In case of low traffic pavements,
SDBC 25 mm/PMC 20 mm is preferred as a wearing
course after rehabilitation of lower layers with proper
compaction and specified density.
(B) Repair of Concrete Roads and Structures:
IRC:SP:83 covers maintenance of concrete roads,
IRC:SP:40 covers strengthening and rehabilitation
of structures, NRRDA Rural Road Specification and
MORTH for both. Following innovative techniques
are being adopted in repair of defects to maintain
concrete roads and structures atleast upto its design
Fig. 10 (g) Laying Prefabricated Modified Bitumen Roll life:
This type of repair is not applicable in case of alligator i) Low viscosity epoxy resins for crack sealing,
cracking, map cracking, shoving upheaval, heavy ii) Pressure grouting techniques for crack sealing
settlement (when Benkelman beam deflection as per and voids filling,
IRC:81 is more than 1.5 mm with 8 ton or 80 kN axle iii) Jacketing with concrete of damaged concrete
load when traffic is more than 2 msa and 3 mm when structures
traffic is less than 2 msa) or any damage more than iv) Jacketing with steel plates or FRP of damaged
moderate . In heavy traffic pavements, full affected concrete structures
length shall be re-laid/reconstructed with minimum v) Cross stitching of long cracks in cement
50 Dense Bitumen Macadam (DBM) and 40 BC using concrete roads,

Technical Paper
vi) Repair of patches/pot holes, is cleaned and if required some unsound/damaged

vii) Repair of edge spall, blowups, raveled/smooth portion may be chipped off before cleaning with
concrete surface, compressed air. Jacketing may be carried out (upto
viii) Repair of bearing and expansion joints in case 40 mm-100 mm in thickness) with conventional rich
of structures, concrete (with mix 1:1:2 cement: coarse sand: 6.3
ix) Widening of structures etc. mm/10 mm aggregate, (preferably using silica fume or
x) Diagonal cracking/settlements in approach processed fly ash or granulated slag) with form work
concrete slabs (occurs due inadequate or with shotcrete (IS:9012) without using form work.
compaction of non-plastic filter media granular Use of silica fume in the shotcrete mix with or with
near retaining walls–full depth repair is out fibres also will help in fast setting and hardening.
generally recommended). For better results, prior to jacketing/repair with
conventional concrete; wetting the existing concrete
Low viscosity epoxy resins for sealing of cracks:
upto 48 hours and application of cement slurry is
Low viscosity epoxy resins are available from many
reputed companies who are in business of admixtures needed. After repair with rich concrete, curing after
and sealant. Low viscosity epoxy resins can be 12 hours of repair by covering with wet hessian/jute
applied slowly in cracks very easily with small sized cloth is required for gaining required strength.
disposable injection taking care of camber in concrete In bigger size repair in case of both with epoxy
roads and structures. or conventional concrete, required steel bars as
For pressure grouting technique for long, wide anchorage may also be inserted with epoxy grout
and deep cracks/voids in cement concrete: As per inside the old concrete after drilling holes to get better
MORTH 2013, first crack is cleaned with compressed bond. Adequate compaction or constant application
air and then top of the crack is sealed with M seal/ of some weight on repair material not only increases
suitable adhesive as water proof tap leaving a small its strength of the repair material but also increases
gap (@ 500 mm c/c along the length of crack) the bond strength of the old concrete with new patch
where nozzles are to be fitted. Later on low viscosity material, as the patch repair material entre into the
epoxy resins, acrylic emulsions, self-compacted textures of patch around all the faces. In case of
high performance concrete with very smaller size large damaged areas, pre cast concrete block of same
aggregates (IRC:SP:70-2016) for very wide cracks or strength may also be imbedded in between epoxy
voids etc may be used as pressure grouting material. mortar or rich concrete for repair.
Grouting compound is inserted with pressure gun There shall not be any vibration after repair during
through nozzles (at specified pressure) which are pre- the period of curing to have better bond. For small
inserted along the length of crack. patches or for emergency work epoxy mix (1: 4 Epoxy
Jacketing of old or damaged vertical/slopped + hardener + Coarse sand) may also be adopted.
concrete surfaces: The existing affected surface (Fig. 11).
Fig. 11 (a) Mix Preparation Fig. 11 (b) Removal-Damaged Portion

Technical Paper
patch shall preferably be horizontal ( i.e camber shall

be removed) and not inclined. Before filling the patch
with required material, cleaning with steel wire brush,
compressed air is needed. The patch shall be dry in
case of epoxy resins. Prime coat with low viscosity
epoxy resin is required along all phases. This coat
is even also required along all the sides of top of
the patch after filling/repairing the patch after due
compaction and leveling. After repair spreading of
dry sand may help to avoid of sticking of the patch
material with moving tyre surface if traffic opened
just before maturity of the patch. (Fig. 12).
Fig. 11 (c) Laying

Potholes: First the patch preparation shall be carried
out by extracting 20-25% more than affected portion
of pot hole in dimensions along sides and bottom as
well as per IRC:SP:83. Proper procedure for preparing
rectangular patch is that it shall be shaped patch in
such a way that the top dimension of patch shall be
bigger than bottom dimension. Bottom surface of Fig. 12 (a) Repair of Pot Holes
(a) Preparation of Patch (b) Shaping
(c) Grinding (d) Repaired Patch

Fig. 12 (b) Repair of Pot Holes – Step by Step

Technical Paper
Widening/strengthening of concrete structures:

For widening/strengthening of old concrete; shotcrete
(Fig. 13), jacketing with steel plates through nut bolts
(Fig. 14) or fibre reinforced polymer plate (FRP)
preferably made with carbon or glass fibres is being
carried out.
In case of longitudinal wide crack in concrete roads,
cross stitching along cracks is recommended as per
IRC:SP:83. (Fig. 15).
Fig. 15 Cross -Stitching of Longitudinal Wide Cracks in

Concrete Roads and Structures
Prestressed Concrete Repair and other special

repair techniques: Problem associated with anchor
block consists of damaged cones before stressing,
relative movement of anchors, damaging of cones
after stressing. Seal the grouting nozzle around and
pack its entry point with polymer mortar, Repair/
rebuilt the damaged exposed surface before epoxy
injection grouting, allow to set for at least 7 days,
epoxy Injection Grout with pressure (2.0 to 2.2 kg/
cm2), should be continued till the refusal or flowing of
Fig. 13 Shotcrete material from other holes, Leakage, if any, should be
plugged immediately.
Joints/Cracks Rectification/sealing: In rigid
pavements, the major joint related defects are
cracking due to incorrect joint spacing, delayed
joint cutting, locked or frozen joints, joint pumping
& faulting, joint edge spalling, blowups etc. Fig. 16
shows methods of grouting of cracks, Fig. 17 shows
repair of joints by sealing. Fig. 18 shows blow up in
concrete road at joint and slab after repair. Fig. 19
shows faulting of concrete at joint because of not
providing tie/dowel bars or very poor foundation and
Fig. 14 a) Strengthening with Concrete shall be repaired by diamond grinding. Fig. 20 shows
precaution to be taken for grinding protruded weld
steel from expansion joint in bridges to avoid tyre
bursting.
Special Defects and Repair Techniques: In case of
high embankment of height more than 6 m, slope shall
be compacted with plate compactor (Fig. 21), while
replacing of old bearing with new one uniform lifting
of top structure is needed besides proper cleaning of
expansion joints (Fig. 22). In case failure of weep
holes in the retaining/abutment RCC Walls, the same
shall be rectified by re-drilling the holes at 1:20 slope.
Fig. 14 b) Strengthening with Steel Plate (Fig. 23) at 1 m c/c.

Technical Paper
Fig. 16 Pressure Grouting from Lower End to Upper End- Drilling, Pump, and Grouting
Fig. 17 Sealing Crack Fig. 18 (a) Blow up Fig. 18 (b) Blowup after Repair
Fig. 19 Faulting of Concrete at Joints Fig. 20 Construction of Expansion Joint Grinding to avoid Tyre Bursting
needs Diamond Grinding

Technical Paper
Fig. 21 Slope Compactor Fig. 22 Repair of Bearing Fig. 23 Weep Holes Repair for
Compaction of Slope
In case of major failure of costly structural components not recover atleast 75% of the deflection under the
such as girders; load deflection tests are carried out on imposed load, the test is repeated after a lapse of 72
doubtful components and then if deflection and crack hours, if recovery is <80%, then structure component
width are with in permissible limit, then only repair is unacceptable and also deflection , shall be less than
may be carried. As per IS: 456, load equal to full dead 40 ℓ2/D in mm , ℓ - effective span m, D –overall depth
load +1.25 times the imposed load is imposed for 24 in mm. The crack width under loaded conditions shall
hours. If in 24 hours of removal of load, structure does not be more than 0.3 mm in severe conditions. (Fig. 24).
(a) Prestressed Girder (b) Checking Crack Width (c) Load Deflection Testing Broken
during Erection
Fig. 24 Testing and Evaluation of Damaged Girder
3. PROTECTION OF STEEL IN CONCRETE Citrate+ Sodium Stannate + Calcium oxide pH 12.5-

FROM CORROSION 13 and upto 20% Fly ash. Protective coating on steel
In the beginning efforts shall be made to avoid and concrete, cathodic protection, electro chemical
corrosion in selecting material and W/C ratio. In chloride removal is other technique being used for
general, if W/C ratio is doubled, corrosion rate may protection of steel bars.
become three times in about 4 years. 4. OBSERVATION AND DISCUSSION
In all above repair materials, currently composite Innovative such as ground Improvement technique
cement used in concrete will show least corrosion. viz preloading, prefabricated vertical drainage (PVD)
Similarly, silica fume drastically reduces the corrosion as consolidation techniques etc as per IRC:75 and
rate. PPC cement is more corrosion resistant than emulsion and cold mix technology at low temperature
OPC. Higher the grade, lesser will be corrosion upto zones for bituminous roads, are most modern
M 60 Grade. techniques for maintenance. For cement concrete
Higher the bar dia less may be corrosion. Corrosion roads low viscosity epoxy resins is best treatment for
retarder in concrete generally being used are, Sodium sealing of cracks and maintenance.
Hydroxide, pH 12.7, Sodium Hydroxide + Sodium Major rehabilitation techniques consist of repair
Citrate pH 12.5-13, Sodium Hydroxide + Sodium the concrete with a polymer like epoxy resin under

Technical Paper
high pressure, provision of additional reinforcement One of the major reasons for the damage of roads and
with a cast-in-situ or gunnited, proper free cover of structures in India may there fore be overloading. It is
concrete, provision of additional beams, external pre- said that about 70 percent of funds meant to be spent
stressing (post–tensioning), FRP wrapping for seismic for the maintenance of roads actually goes behind
deficiency, bolting steel stirrups externally on RC paying laborers. The magnanimity of the expenditure
beams which are weak in shear or flexure, externally incurred in order to repair roads and structures is
bonded plates by bolting/epoxy adhesive etc. alarming and hence the government is stressing on
Shotcrete is applied where reaching that place is not building large scale concrete roads and structures with
feasible like repair of top of tunnels. RCC jacketing higher factory of safety considering appropriate HFL/
increases member size significantly and stiffness. It is invert level.
more suitable where deformations are to be controlled.
Shear keys and the bond coat in the form of epoxy References
coat shall be applied for load transfer. 1. MORTH Specification 2013.
There are other special IRC codes on IRC:SP:73-2015, 2. IRC:SP:81-2008 on “Tentative Specifications for
IRC:SP:84-2014 etc covering and dealing with all Slurry Seal and Micro-surfacing”.
types of structures that is tunnel, hill road construction, 3. IRC:82-2015 “Code of Practice for Maintenance of
causeways, Cable stayed bridges (new), Integral Bituminous Surfaces of Roads”.
bridges and necessary data for the maintenance of
4. IRC:SP:100-2014 “Use of Cold Mix Technology for
these structures may be reffered in respective codes.
Construction and Maintenance of Roads”.
5. CONCLUSION 5. IRC:SP:80-2008 “Guidelines for Corrosion
Use of the latest polymer and concrete technologies as prevention, Monitoring and Remedial Measures for
appropriate depending on terrain and weather, which Concrete Bridges”.
may be costly initially but lower maintenance costs 6. IRC:SP:74-2007 “Guidelines for Repair and
and longer life may be tried for maintenance. That Rehabilitation of Steel Bridges”.
technique shall be cost effective.
7. IRC:SP:83 “Guidelines for Repair, Maintenance and
Further due to over loading, the different layers in Rehabilitation of Rigid Pavements”.
road work and components of structures may deflect
8. Leontaritis, K.J. 1989. Asphaltene Deposition:
exceeding their elastic limits and there will be void A Comprehensive Description of Problem
in layers or loss of uniform contact support, since Manifestations and Modeling Approaches. Presented
required recovery and deflection (IS:456 and MORTH at the SPE Production Operations Symposium,
Specification) of the structure may not be possible Oklahoma City, Oklahoma, USA, 13-14 March. SPE-
particularly during flooding or heavy rains. 18892-MS. http://dx.doi.org/10.2118/18892-MS.,
Therefore, enforce and check shall be adopted or care 9. Pfeiffer, J.P. and Saal, R.N.J. 1940. Asphaltic
in the design shall be taken i.e stresses for execution Bitumen as Colloid System. The Journal of Physical
and overloading which mostly ensued on all types Chemistry 44 (2): 139-149. http://dx.doi.org/10.1021/
of roads. Since as the highway is built, industrial j150398a001.
development is immediately started and more and 10. Leontaritis, K.J. and Mansoori, G.A. 1987. Asphaltene
more traffic come. This is the major reason for Flocculation During Oil Production and Processing:
damages the roads and structures (currently) before A Thermodynamic Colloidal Model. Presented at the
their life. Sometime more than the design load comes SPE International Symposium on Oilfield Chemistry,
when its life is about 50% or less (That is after about San Antonio, Texas, USA, 4–6 February. SPE-16258-
50 years of structures life and about 10 to 20 years in MS. http://dx.doi.org/10.2118/16258-MS.
case of roads life in case of flexible and rigid pavement 11. IRC:SP:70-2016 “High Performance Concrete and
respectively.). Self Compacted Concrete”.

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

Tender Notice

Tender Notice

Tender Notice

Announcement
IRC PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD

FOR THE YEAR 2017
Nominations are invited in prescribed proforma for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for
the year 2017. The last date for receipt of nominations is 5th October 2018.
For the year 2018 the nominee’s age should not be more than 45 years. The particulars about the award are
given below:
1. PREAMBLE
This award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year and will be made
each year for outstanding contribution in the field of Highway Engineering.
2. NATURE OF AWARD
Award will be in the form of medal/Citation certificate and will be made annually for notable and outstanding
contribution, applied or fundamental, in the field of Highway Engineering (including Bridges).
3. PURPOSE
For recognizing outstanding work in engineering technology, utilization, etc. in the highway sector and
encouraging young and upcoming engineers/scientists in the profession.
4. ELIGIBILITY AND SELECTION OF THE AWARDEE
a. Any Engineer/Scientist or any individual of India who is member/individual associate member of
IRC and is engaged in the field of highway engineering will be eligible for the award.
b. The award will be bestowed on a person who, in the opinion of the Selection Committee constituted
by the Executive Committee, has made conspicuously important and outstanding contribution to
Road Development of the country in the preceding 5 years of the nomination for the award.
5. The age of nominee shall be less than 45 years on the 31st May of the year in which the nomination is
received.
6. The award will be made on the basis of contributions made primarily by work done in India. The criteria
for selection of the contribution for the award will be the following:
i) Important addition, modification or improvement to the available design criteria.
ii) Important contribution to present day knowledge of physicial phenomenon or behaviour of
relevance to engineering practice.
iii) New approach or methodology for utilization of development of new technology or new techniques
for solving problems in applied engineering technology.
iv) Specific contribution made in the following fields:
(a) Investigation Methods (g) Repairs and Rehabilitation
(b) R&D Management (h) Environment
(c) Standardisation (i) Highway Safety
(d) Software Development (j) Construction and Management
(e) Planning (k) Protective Works
(f) Maintenance (l) Traffic Engineering
7. Nominations
a) Names of candidates may be proposed by or through any member of the IRC Council. Each
such nomination shall be on the basis of proforma, accompanied by detailed statement of work
and contribution of the nominee by the sponsor, and a critical assessment report bringing out the
importance of the significant contributions of the nominee made during the preceding five years. The
nominations alongwith copies of work assessment reports is to be sent to the Secretary General, IRC
on or before 5th October 2018.

Announcement
b) A candidate once nominated should be considered for a total period of 3 years, if otherwise eligible,
unless revised nomination is received. Once such nomination has been received, the Secretary
General, IRC may correspond directly with the candidate for supplementary information, if
necessary.
PROFORMA
IRC-PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD
(NOMINATION FOR THE YEAR 2017)
1. Name of the Nominee.
2. Roll. No. as member of IRC and the year since he is member of IRC.
3. Discipline under which to be considered.
4. Date of Birth.
5. Academic qualifications beginning with Bachelor’s Degree.
6. Present employment and post held.
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years (Attach
separate sheet)
(b) Benefit derived/anticipated or measurable impact of the work/contribution/achievement.
(c) Assessment by the sponsor of the importance of the contribution (not more than 100 words)
8. Whether these achievements/contributions have already been recognized for awards by any other body. If
so, the name of the body, the name of award and the year of award may be given.
9. Other awards/honours already received including fellowships of professional bodies.
10. Papers published, if any (reprints to be enclosed).
11. Names & address of three experts in the area (preferably in India) as possible reference.
(a)
(b)
(c)
Place : ____________________________ Signature _____________________________
Name & Designation of the Sponsor
(IRC Council Member)
NOTE : Ten copies of the Proforma along with ten copies of the detailed statement of achievement/contribution
neatly typed should be supplied along with reprints of relevant Papers.

New/Revised Publications
NEW/REVISED PUBLICATIONS OF IRC in 2017

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful
to the Highway Professionals.
Title of the Document Price Packing &
Postage
IRC:7-2017 “Recommended Practice for Numbering Culverts, Bridges and Tunnels” 100.00 20.00
(Second Revision)
IRC:15-2017 “Code of Practice for Construction of Jointed Plain Concrete Pavements 1000.00 40.00
(Fifth Revision)
IRC:44-2017 “Guidelines for Cement Concrete Mix Design for Pavements” 500.00 40.00
(Third Revision)
IRC:65-2017 “Planning and Design of Roundabouts” (First Revision) 400.00 40.00
IRC:92-2017 “Guidelines for the Design of Interchanges in Urban Areas” (First Revision) 400.00 40.00
IRC:121-2017 “Guidelines for Use of Construction and Demolition Waste in Road Sector” 300.00 40.00
IRC:122-2017 “Guidelines for Construction of Precast Concrete Segmental Box Culverts” 300.00 40.00
IRC:123-2017 “Guidelines on Geophysical Investigation for Bridges” 600.00 40.00
IRC:124-2017 “Bus Rapid Transit (BRT) Design Guidelines for Indian Cities” 600.00 40.00
IRC:125-2017 “Guidelines on Dozers for Highway Works” 400.00 40.00
IRC:126-2017 “Guidelines on Wet Mix Plant” 400.00 40.00
IRC:SP-93-2017 “Guidelines on Requirements for Environmental Clearance for Road 1200.00 40.00
Projects” (First Revision)
IRC:SP-110-2017 “Application of Intelligent Transport System (ITS) for Urban Roads” 600.00 40.00
IRC:SP:111-2017 “Capacity Building of Road Agencies In Charge of Implementation of 300.00 40.00
Road Projects in Urban Areas”
IRC:SP:112-2017 “Manual for Quality Control in Road and Bridge works” 1500.00 40.00
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact
+ 91 11 2338 7759 and E-mail: ircsale1934@gmail.com
NEW/REVISED PUBLICATIONS OF IRC in 2018

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful
to the Highway Professionals.
Title of the Document Price Packing & Postage

IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges” (First 400.00 20.00
Revision)
IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pre-Tensioned 400.00 20.00
Girders for Bridges” (First Revision)
IRC:83-2018 Part II: “Standard Specification and Code of Practice for Road Bridges” 600 40.00
IRC:SP:89-2018 Part II: “Guidelines for the Design of Stabilized Pavements” 800.00 20.00
IRC:SP:113-2018 “Guidelines on Flood Disaster Mitigation for Highway Engineers” 800.00 40.00
IRC:SP:114-2018 “Guidelines for Seismic Design for Road Bridges” 1000.00 40.00
IRC:SP:115-2018 “Guidelines for Design of Integral Bridges” 500.00 20.00
IRC:SP:116-2018 “Guidelines for Design and Installation of Gabion Structure” 600.00 20.00
IRC:99-2018 “Guidelines for Traffic Calming Measures in Rural and Urban Areas” 1000.00 20.00
(First Revision)
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact +
91 11 2338 7759 and E-mail: ircsale1934@gmail.com

Announcement
79th Annual Session to be held AT Nagpur (Maharashtra)

from 23rd November to 26th November 2018
On the invitation of Government of Maharashtra, the 79th Annual Session of the Indian Roads
Congress will be held at Nagpur (Maharashtra) from 23rd November to 26th November 2018.
It is expected that more than 3000 Highway Engineers from all over the country and abroad
will attend the Session. During the Annual Session of IRC, there has been a practice for various
firms/organizations to make Technical Presentations on their products/technologies & case
studies (with innovative construction methods or technologies or having special problems
requiring out of the box thinking and special solutions). The presenters will get an opportunity
to address a large gathering of highway professionals from Private Sector as well as decision
makers in the Govt. Sector. These presentation evoke lively interaction among the participants.
A time slot of about 12-15 minutes is normally allocated for each Technical Presentation. Time
is also given for floor intervention. Audio visual equipment is made available at the venue for
these presentations. During such Technical Presentation Session no other meetings will be held
parallel so as to ensure maximum attendance during the Technical Presentation Session. The
stakeholders are, therefore, requested to participate in the event and book slots at the earliest.
Interested Organizations may write to IRC conveying their willingness for participation and
send the topics of their Technical Presentation by E-mail: ad.irc-morth@gov.in or through
Speed Post alongwith a Demand Draft for Rs.60,000/- (Rupees Sixty Thousand only) drawn in
favour of Secretary General, Indian Roads Congress, New Delhi latest by 18th October, 2018
so that necessary arrangements can be made by IRC.
ATTENTION INVITED
For any enquiry about the 79th Annual Session like Registration, Membership & Technical Presentation
etc. please address to Secretary General, (Kind Attn. Shri D. Sam Singh, Deputy Secretary (i/c)) Indian
Roads Congress Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022. Phone +91 11 2610
5160/26171548
E-mail: admn.irc-morth@gov.in or contact the following officers:
Registration Membership Technical Presentation

Shri Naveen Tewari Shri S.K. Chadha Ms. Shilp Sree
Section Officer Under Secretary Assistant Director (Tech.)
Phone +91 11 2617 1548 Phone + 91 11 2338 7140 Phone +91 11 2618 5273
Mobile +91-9811099326 Mobile +91-9899299959 E-mail: ad.irc-morth@gov.in
Email: admn.irc-morth@gov.in Email:ircmembership1962@
gmail.com

Registration Form 79th Annual Session

Registration Form 79th Annual Session

ACCOMMODATION FORM 79th Annual Session
OFFICIAL ACCOMMODATION FORM

79th ANNUAL SESSION - NAGPUR (MAHARASHTRA) FROM 23RD TO 26TH
NOVEMBER, 2018
(Please Return before 25th October, 2018)
Shri Ramesh Hotwani Telephone No. : 07122522986
(Local Organizing Secretary, Mobile No. : 09423515050
79th Annual Session) & Superintending Engineer Email : 79ircnagpur@gmail.com
PMGSY, Nagpur Website : www.79ircnagpur.in
IRC Cell,
Office of the Chief Engineer,
PWD, Bandhkam Sankul,
Civil Lines, Nagpur-440001
USE BLOCK LETTER ONLY Tick (√) Wherever Applicable
IRC Membership No. __________________
(Mandatory)
Name :_________________________ Whether Official/Non-Official
Designation :_________________________ Equivalent to:
Address :_________________________ Secy/ E-in-C/CE [A]
:_________________________ SE [B]
:_________________________ EE [C]
Pin Code :_________________________ AE [D]
Age :_________________________ Basic Pay (Rs.):
Total Emoluments Rs. :
Telephone Nos. with (STD) Code

Office :_______________________________ Residence :____________________
Fax :_________________________________ Mobile :____________________
Email :_______________________________
Name of Spouse(If accompanying) Age Veg [V] / Non-veg [ N]
Arrival Date Departure Date

Mode Air / Train / Bus / Car Mode Air / Train / Bus / Car
Flight No. Time Date Flight No. Time Date
Airport : Airport :
Train Name Time Date Train Name Time Date

Class Station Class Station
Bus Time: Date: Bus Time: Date:

Car Time: Date: Car Time: Date:
Own Arrangements: Yes [Y] No [N]
Address: __________________________________________________
__________________________________________________
__________________________________________________

ACCOMMODATION FORM 79th Annual Session
ACCOMMODATION AS GOVT. OFFICER: SINGLE [S]/Double[D]

S.No. DESIGNATION For Self For Spouse
1. Secretaries/Engineers-in-Chief 10000 3500
2. Chief Engineers/ Addl.C. Es 9500 3500
3. Superintending Engineers 8500 3500
4. Executive Engineers 7000 3000
5. AEEs/Asst. Engineers/J. Es 6000 3000
6. Delegates from Foreign Countries 250$ 125$
_______________________Days from_______________________to______________________________
Accommodation for delegates (Paying Full) Single (S) / Double (D)
Hotel Name: _________________________________@ Rs. ________________________________
Days from___________________________to___________________ November, 2018___________
For on-line payment and booking of Accommodation, visit www.79ircnagpur.in
Note : Draw Demand Draft in favour of “Local Organising Secretary, 79th Annual Session, IRC” payable
at Nagpur for accommodation. Accommodation would be confirmed only on receipt of payment in
advance.

Announcement
Indian Roads Congress

Organizing
Two Days International Seminar
on
“Construction and Rehabilitation of Rigid Pavement-Current
Practice and Way Forward”
On 18th and 19th January, 2019 at New Delhi (India)
Excellent opportunity to learn the best practices from renowned experts from the country and
across the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two
days International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures,
Consultant, Public Sector Undertakings, Autonomous Organization, Research/Academic
Institutions, Road Sector Project Executing Agencies both from Government and Private Sector
including Concessionaries.
Themes of the Seminar:
Session 1: Planning and Design of Rigid Pavement
Session 2: Construction Materials and Technology
Session 3: Evaluation and Health Monitoring
Session 4: Repair and Rehabilitation
Session 5: Case Studies
Abstract of the Papers may please be submitted by the 30th September, 2018 to IRC
E-mail: internationalseminar2019@gmail.com
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first
serve basis.
For further details and enquiry for getting associated with the International Seminar, please
contact following officers.
For Sponsorship and For Registration For Submission of

Advertisement in Souvenir Technical Papers
Shri Naveen Tewari Shri Ajay Kumar Ms. Shilp Sree

Section Officer Section Officer Assistant Director (Tech.)
Tel. 011-26171548 Tel. 011-2337759 Tel. 011-26185273
E-mail: admn.irc-morth@gov.in E-mail: ircsale1934@gmail.com E-mail: ad.irc-morth@gov.in
For more details please visit the IRC website www.irc.nic.in

Advertisement

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018
At Lodi Road, PSO on dated 28-29.8.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
September, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 August, 2018
`20/- Advance Month, September, 2018
Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)
smart innovative infra solutions - working towards better tomorrow
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.
Volume : 46 Number : 9 Total Pages : 68

Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development • Storm water enters the
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development adjacent green area
through kerb cuts.
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support. • the green area lvl is
always lower than
road lvl.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes. Grating Provided at a MS/HSD Gas Outlet for
Effective Discharge of Storm Water
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
water goes to nearby
swale or planter
Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Median Drain
Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects. Parking lot with grass paver
pervious paving wheel stop
BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Study, Detailed Engineering and Design, Economic and Financial Viability
analysis. Photographs from IRC:SP:50-2013 “Guidelines on Urban Drainage”
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in

Ammendments IRC22 Aug2017

Diunggah oleh

Informasi Dokumen

Judul Asli

Hak Cipta

Format Tersedia

Bagikan dokumen Ini

Bagikan atau Tanam Dokumen

Opsi Berbagi

Apakah menurut Anda dokumen ini bermanfaat?

Apakah konten ini tidak pantas?

Hak Cipta:

Format Tersedia

Ammendments IRC22 Aug2017

Diunggah oleh

Hak Cipta:

Format Tersedia

Delhi Postal Registration No dl-sw-17/4194/16-18

under ‘u’ Number u(sw)-12/2016-2018

smart innovative infra solutions - working towards better tomorrow

Volume : 46 Number : 9 Total Pages : 68

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

Metro-Rail Services : Including design of underground and elevated metro

Traffic & Transportation and intelligent Transport System - Including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources : Including irrigation Flood Control, Ground water

pervious paving wheel stop

BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Printed at: M/s India Offset Press, New Delhi-110 064

INDIAN HIGHWAYS│September 2018 3

Efficient drainage is a primary requirement for maintaining the structural soundness

4 INDIAN HIGHWAYS│September 2018

(Sanjay Kumar Nirmal)

"We were not a wealthy nation when we began improving

… t.h. macdonalds of usa

INDIAN HIGHWAYS│September 2018 5

Sub: Letter to the Editor Indian Highways Shri S.K. Nirmal

6 INDIAN HIGHWAYS│September 2018

INDIAN HIGHWAYS│September 2018 7

8 INDIAN HIGHWAYS│September 2018

INDIAN HIGHWAYS│September 2018 9

10 INDIAN HIGHWAYS│September 2018

INDIAN HIGHWAYS│September 2018 11

12 INDIAN HIGHWAYS│September 2018

IRC Technical Committees Meeting Schedule for September, 2018

Date Day Time Name of the Committee

01-09-18 Sat 11.00 AM Project Preparation, Contract Management, Quality

01-09-18 Sat 11.00 AM Mechanization and Instrumentation Committee (G-4)

08-09-18 Sat 11.00 AM Hill Roads & Tunnels Committee (H-10)

22-09-18 Sat 10.30 AM Loads and Stresses Committee (B-2)

25-09-18 Tue 02.00 PM Foundation, Sub-Structure, Protective Works and Masonry

28-09-18 Fri 11.00 AM Maintenance and Rehabilitation Committee (B-8)

29-09-18 Sat 11.00 AM Urban Roads and Streets Committee (H-8)

29-09-18 Sat 02.30 PM Bearings, Joints and Appurtenances Committee (B-6)

INDIAN HIGHWAYS│September 2018 13

14 INDIAN HIGHWAYS│September 2018

AQUAPLANING ASSESSMENT AND MITIGATION ON THE ROAD NEAR

1. INTRODUCTION the superlevation transitions where the outer edge

Fig. 1 View of Tyre with Water Film

INDIAN HIGHWAYS│September 2018 15

 T 0.11 × L0.43 × I 0.59  Source: (RTA 1994) and (Dash 1977).

16 INDIAN HIGHWAYS│September 2018

Fig. 6 Closer View of Flow Paths

INDIAN HIGHWAYS│September 2018 17

The procedure is to planimeter the total area under

18 INDIAN HIGHWAYS│September 2018

INDIAN HIGHWAYS│September 2018 19

through amended geometric design.

20 INDIAN HIGHWAYS│September 2018

HYDRAULIC CONSIDERATIONS FOR PLANNING AND DESIGN OF

1. INTRODUCTION Principal considerations involved in the design

INDIAN HIGHWAYS│September 2018 21

in the CBIP (1989) publication ‘River Behavior,

22 INDIAN HIGHWAYS│September 2018

INDIAN HIGHWAYS│September 2018 23

24 INDIAN HIGHWAYS│September 2018

efficiency and head loss coefficient (Ci) of Jaeger

Fig. 6 Lagasse’s Design Curves for Finding Length of

INDIAN HIGHWAYS│September 2018 25

Illustrative Example: Appendix-1